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An American National Standard

Designation: D 6837 – 03

Standard Test Method for

Measurement of the Effects of Automotive Engine Oils on
the Fuel Economy of Passenger Cars and Light-Duty Trucks
in the Sequence VIB Spark Ignition Engine1,2
This standard is issued under the fixed designation D 6837; the number immediately following the designation indicates the year of
original adoption or, in the case of revision, the year of last revision. A number in parentheses indicates the year of last reapproval. A
superscript epsilon (e) indicates an editorial change since the last revision or reapproval.

INTRODUCTION

The test method described in this standard can be used by any properly equipped laboratory, without
outside assistance. However, the STEM Test Monitoring Center (TMC)3 provides reference oils and
assessment of the test results obtained on those oils by the laboratory (see Annex A1). By this means,
the laboratory will know whether their use of the test method gives results statistically similar to those
obtained by other laboratories. Furthermore, various agencies require that a laboratory utilize the TMC
services in seeking qualification of oils against specifications. For example, the American Petroleum
Institute (API) imposes such a requirement, in connection with several U.S. Army engine lubricating
oil specifications.
Accordingly, this test method is written for use by laboratories, which utilize the TMC services.
Laboratories which choose not to use those services may simply ignore those portions of the test
method which refer to the TMC.
This test method may be modified by means of Information Letters issued by the TMC. In addition,
the TMC may issue supplementary memoranda related to the test method. Users of this test method
shall contact the TMC, Attention: Administrator, to obtain the most recent of these.

1. Scope procedure modifications listed in Annex A13 refer to the

1.1 This test method covers an engine test procedure for the corresponding section of the Sequence VIB test method.
measurement of the effects of automotive engine oils on the 1.3 The unit values stated in this test method shall be
fuel economy of passenger cars and light-duty 3856 kg (8500 regarded as the standard. Values given in parentheses are
lb) or less gross vehicle weight trucks. The tests are conducted provided for information purposes only. SI units are considered
using a specified 4.6-L spark-ignition engine on a dynamom- the primary units for this test method. The only exception is
eter test stand. It applies to multiviscosity grade oils used in where there is no direct SI equivalent such as screw threads,
these applications. national pipe threads/diameters, tubing size, and so forth.
1.2 This test method also provides for the running of an 1.4 This standard does not purport to address all of the
abbreviated length test that is referred to as the VIBSJ. The safety concerns, if any, associated with its use. It is the
procedure for VIBSJ is identical to the Sequence VIB with the responsibility of the user of this standard to establish appro-
exception of the items specifically listed in Annex A13. The priate safety and health practices and determine the applica-
bility of regulatory limitations prior to use.
1.5 This test method is arranged as follows:
1
This test method is under the jurisdiction of ASTM Committee D02 on Subject Section
Petroleum Products and Lubricants and is the direct responsibility of Subcommittee Introduction
D02.B0 on Automotive Lubricants. Scope 1
Current edition approved Nov. 1, 2003. Published November 2003. Originally Referenced Documents 2
approved in 2002. Last previous edition approved in 2002 as D 6837 – 02. Terminology 3
2
The multi-cylinder engine test sequences were originally developed in 1956 by Summary of Test Method 4
an ASTM Committee D02 group. Subsequently, the procedures were published in an Significance and Use 5
ASTM special technical publication. The Sequence VIB was published as Research Apparatus 6
Report RR:D02–1469 dated April 8, 1999. General 6.1
3
ASTM Test Monitoring Center, 6555 Penn Avenue, Pittsburgh, PA 15206-4489. Test Engine Configuration 6.2
For other information, refer to Research Report RR: D02:1469, Sequence VIB Test Laboratory Ambient Conditions 6.3
Development. This research report and this test method are supplemented by Engine Speed and Load Control 6.4
Information Letters and Memoranda issued by the ASTM TMC. This edition
incorporates revisions in all Information Letters through No. 03–2.

Copyright © ASTM International, 100 Barr Harbor Drive, PO Box C700, West Conshohocken, PA 19428-2959, United States.

1
 D 6837 – 03
Subject Section Subject Section
Dynamometer 6.4.1 Fuel Injection System 9.3.17
Dynamometer Load 6.4.2 Intake Air System 9.3.18
Engine Cooling System 6.5 Engine Management System (Spark and Fuel 9.3.19
External Oil System 6.6 Control)
Fuel System 6.7 Accessory Drive Units 9.3.20
Fuel Flow Measurement 6.7.2 Exhaust Manifolds 9.3.21
Fuel Temperature and Pressure Control to 6.7.3 Engine Flywheel and Guards 9.3.22
the Fuel Flow Meter Lifting of Assembled Engines 9.3.23
Fuel Temperature and Pressure Control to 6.7.4 Engine Mounts 9.3.24
Engine Fuel Rail Calibration 10
Fuel Supply Pumps 6.7.5 Stand/Engine Calibration 10.1
Fuel Filtering 6.7.6 Procedure 10.1.1
Engine Intake Air Supply 6.8 Reporting of Reference Results 10.1.2
Intake Air Humidity 6.8.1 Analysis of Reference/Calibration Oils 10.1.3
Intake Air Filtration 6.8.2 Instrument Calibration 10.2
Intake Air Pressure Relief 6.8.3 Engine Load Measurement System 10.2.1
Temperature Measurement 6.9 Fuel Flow Measurement System 10.2.2
Thermocouple Location 6.9.5 Coolant Flow Measurement System 10.2.3
AFR Determination 6.10 Thermocouple and Temperature Measurement 10.2.4
Exhaust and Exhaust Back Pressure Systems 6.11 System
Exhaust Manifolds 6.11.1 Humidity Measurement System 10.2.5
Laboratory Exhaust System 6.11.2 Other Instrumentation 10.2.6
Exhaust Back Pressure 6.11.3 Test Procedure 11
Pressure Measurement and Pressure Sensor 6.12 Preparation for Initial Start-up of New Engine 11.1
Locations External Oil System 11.1.1
Engine Oil 6.12.2 Flush Effectiveness Demonstration 11.1.2
Fuel to Fuel Flow Meter 6.12.3 Preparation for Oil Charge 11.1.3
Fuel to Engine Fuel Rail 6.12.4 Oil Charge for Coolant Flush 11.1.4
Exhaust Back Pressure 6.12.5 Engine Coolant Charge for Coolant Flush 11.1.5
Intake Air 6.12.6 Initial Engine Start-up 11.2
Intake Manifold Vacuum/Absolute Pressure 6.12.7 Coolant Flush 11.3
Coolant Flow Differential Pressure 6.12.8 New Engine Break-In 11.4
Crankcase Pressure 6.12.9 Oil Charge for Break-In 11.4.2
Engine Hardware and Related Apparatus 6.13 Break-In Operating Conditions 11.4.3
Test Engine Configuration 6.13.1 Routine Test Operation 11.5
ECM/EEC (Engine Control) Module 6.13.2 Start-Up and Shutdown Procedures 11.5.8
Thermostat/Orfice Plate 6.13.3 Flying Flush Oil Exchange Procedures 11.5.9
Intake Manifold 6.13.4 Test Operating Stages 11.5.10
Flywheel 6.13.5 Stabilization to Stage Conditions 11.5.11
Wiring Harnesses 6.13.6 Stabilized BSFC Measurement Cycle 11.5.12
EGR Block-Off Plate 6.13.7 Data Logging 11.5.13
Oil Pan 6.13.8 BC Oil Flush Procedure for BC Oil Before Test 11.5.14
Oil Pump Screen and Pickup Tube 6.13.9 Oil
Idle Speed Control Solenoid (ISC) Block-Off 6.13.10 BSFC Measurement of BC Oil Before Test Oil 11.5.15
Plate Test Oil Flush Procedure 11.5.16
Engine Water Pump 6.13.11 Test Oil Aging 11.5.17
Thermostat Housing 6.13.12 BSFC Measurement of Aged (Phase I) Test Oil 11.5.18
Oil Filter Adapter 6.13.13 Aging Phase II 11.5.19
Fuel Rail 6.13.14 BSFC Measurement of Aged (Phase II) Test Oil 11.5.21
Miscellaneous Apparatus Related to Engine 6.14 BC Oil Flush Procedure for BC Oil After Test Oil 11.5.22
Operation BSFC Measurement for BC Oil After Test Oil 11.5.23
Timing Light 6.14.1 General Test Data Logging Forms 11.5.24
Reagents and Materials 7 Diagnostic Review Procedures 11.5.25
Engine Oil 7.1 Determination of Test Results 12
Test Fuel 7.2 FEI1 and FEI2 Calculations 12.1
Engine Coolant 7.3 Final Test Report 13
Cleaning Materials 7.4 Validity Statement 13.1
Preparation of Apparatus 8 Report Format 13.2
Test Stand Preparation 8.2 Precision and Bias 14
Engine Preparation 9 Precision 14.1
Cleaning of Engine Parts 9.2 Validity 14.2
Engine Assembly Procedure 9.3 Test Stand Calibration Status 14.2.1
General Assembly Instructions 9.3.1 Validity Interpretation of Deviant Operational 14.2.2
Bolt Torque Specifications 9.3.2 Conditions
Sealing Compounds 9.3.3 Bias 14.3
Harmonic Balancer 9.3.5 Keywords 15
Oil Pan 9.3.6
Intake Manifold 9.3.7 Annexes
Camshaft Covers 9.3.8 Role of ASTM TMC Annex A1
Thermostat 9.3.9 Detailed Specifications and Drawings of Apparatus Annex A2
Thermostat Housing 9.3.10 Oil Heater Cerrobase Refill Procedure Annex A3
Coolant Inlet 9.3.11 Engine Part Number Listing Annex A4
Oil Filter Adapter 9.3.12 Flying Flush Checklists Annex A5
Dipstick Tube 9.3.13 Safety Precautions Annex A6
Water Pump 9.3.14 Report Format Annex A7
Sensors, Switches, Valves, and Positioners 9.3.15 Statistical Equations for Mean and Standard Annex A8
Ignition System 9.3.16 Deviations

2
 D 6837 – 03
Subject Section
Oil Sump Full Level Determination Consumption Annex A9
Measurement Calibration Procedure
Fuel Injector Evaluation Annex A10
Pre-test Maintenance Checklist Annex A11
Blow-by Ventilation System Requirements Annex A12
VIBSJ Abbreviated Length Test Requirements Annex A13
Appendix
Procurement of Test Materials Appendix X1
2. Referenced Documents
2.1 ASTM Standards: 4
D 86 Test Method for Distillation of Petroleum Products at
Atmospheric Pressure
D 240 Test Method for Heat of Combustion of Liquid
Hydrocarbon Fuels by Bomb Calorimeter
D 287 Test Method for API Gravity of Crude Petroleum and
Petroleum Products (Hydrometer Method)
D 323 Test Method for Vapor Pressure of Petroleum Prod-
ucts (Reid Method)
D 381 Test Method for Gum Content in Fuels by Jet
Evaporation
D 445 Test Method for Kinematic Viscosity of Transparent
and Opaque Liquids (and the Calculation of Dynamic
Viscosity)
D 525 Test Method for Oxidation Stability of Gasoline
(Induction Period Method)
D 1319 Test Method for Hydrocarbon Types in Liquid
Petroleum Products by Fluorescent Indicator Absorption
D 2699 Test Method for Research Octane Number of
Spark-Ignition Engine Fuel
D 3231 Test Method for Phosphorus in Gasoline
D 3237 Test Method for Lead in Gasoline by Atomic
Absorption Spectrometry
D 3338 Test Method of Estimation of Net Heat of Combus-
tion of Aviation Fuels
D 4294 Test Method for Sulfur in Petroleum and Petroleum
Products by Energy-Dispersive X-ray Fluorescence Spec-
trometry
D 4485 Specification for Performance of Engine Oils
D 5302 Test Method for Evaluation of Automotive Engine
Oils for Inhibition of Deposit Formation and Wear in a
Spark-Ignition Internal Combustion Engine Fueled with
Gasoline and Operated Under Low-Temperature, Light-
Duty Conditions
D 5533 Test Method for Evaluation of Automotive Engine
Oils in the Sequence IIIE, Spark-Ignition Engine
D 5844 Test Method for Evaluation of Automotive Engine
Oils for Inhibition of Rusting (Sequence IID)
D 5862 Test Method for Evaluation of Engine Oils in
Two-Stroke Cycle Turbo-Supercharged 6V92TA Diesel
Engine
D 6202 Test Method for Automotive Engine Oils on the
Fuel Economy of Passenger Cars and Light-Duty Trucks in
the Sequence VIA Spark Ignition Engine
4 6
For referenced ASTM standards, visit the ASTM website, www.astm.org, or
contact ASTM Customer Service at service@astm.org. For Annual Book of ASTM
Standards volume information, refer to the standard’s Document Summary page on
the ASTM website.
3
D 6557 Test Method for Evaluation of Rust Preventive
Characteristics of Automotive Engine Oils
E 29 Practice for Using Significant Digits in Test Data to
Determine Conformance with Specifications
E 191 Specification for Apparatus for Microdetermination
of Carbon and Hydrogen in Organic and Organo-Metallic
Compounds
IEEE/ASTM SI-10 Standard for Use of the International
System of Units (SI): The Modern Metric System
2.2 SAE Standards:5
J300 Engine Oil Viscosity Classification
J304 Engine Oil Tests
J1423 Classification of Energy-Conserving Engine Oil for
Passenger Cars and Light-Duty Trucks
2.3 API Publication:6
API 1509 Engine Oil Licensing and Certification System
2.4 ANSI Standard:7
ANSI MC96.1-1975 Temperature Measurement – Thermo-
couples
3. Terminology
3.1 Definitions:
3.1.1 air-fuel ratio, n—in internal combustion engines, the
mass ratio of air-to-fuel in the mixture being induced into the
combustion chambers. D 5302
3.1.2 automotive, adj—descriptive of equipment associated
with self-propelled machinery, usually vehicles driven by
internal combustion engines. D 4485
3.1.3 blowby, n—in internal combustion engines, the com-
bustion products and unburned air-and-fuel mixture that enter
the crankcase. D 5302
3.1.4 BTDC, adj—abbreviation for Before Top Dead Cen-
ter, used with the degree symbol to indicate the angular
position of the crankshaft relative to its position at the point of
uppermost travel of the piston in the cylinder. D 5533
3.1.5 calibrate, v—to determine the indication or output of
a measuring device or a given engine with respect to a
standard. D 5862
3.1.6 calibration oil, n—an oil that is used to determine the
indication or output of a measuring device or a given engine
with respect to a standard. D 6202
3.1.7 engine oil, n—a liquid that reduces friction or wear, or
both, between the moving parts of an engine; removes heat,
particularly from the underside of pistons; and serves as a
combustion gas sealant for the piston rings. D 5862
3.1.8 lubricant, n—any material interposed between two
surfaces that reduces the friction or wear, or both, between
them. D 5862
3.1.9 non-reference oil, n—any oil other than a reference
oil, such as a research formulation, commercial oil, or candi-
date oil. D 5844
5
Available from Society of Automotive Engineers (SAE), 400 Commonwealth
Dr., Warrendale, PA 15096-0001. This standard is not available separately. Either
order the SAE Handbook Vol. 3, or the SAE Fuels and Lubricants Standards Manual
HS-23.
Available from The American Petroleum Institute (API), 1220 L. St., NW,
Washington, DC 20005.
7
Available from American National Standards Institute (ANSI), 25 W. 43rd St.,
4th Floor, New York, NY 10036.
 D 6837 – 03
3.1.10 purchaser, n—of an ASTM test, a person or organi- 3.2.10 special test parts (STP), n—parts that do not meet all
zation that pays for the conduct of an ASTM test method on a the definitions of critical parts or non-production parts, but
specified product. shall be obtained from the SPD.
3.1.10.1 Discussion—The preferred term is purchaser. Dep-
recated terms that have been used are client, requester, sponsor, 4. Summary of Test Method
and customer. D 6202 4.1 The 4.6-L internal combustion engine is installed on a
3.1.11 reference oil, n—an oil of known performance char- dynamometer test stand equipped with the appropriate controls
acteristics used as a basis for comparison. D 5844 for speed, load, and various other operating parameters.
3.1.12 test oil, n—any oil subjected to evaluation in an 4.2 The test method consists of measuring the laboratory
established procedure. D 6557 engine brake specific fuel consumption at five constant speed/
3.1.13 test start, n—introduction of test oil into the engine. load/temperature conditions for the baseline calibration oil, test
D 5533 oil, and a repeat of the baseline calibration oil. The approxi-
3.2 Definitions of Terms Specific to This Standard: mate test length is 133 h.
3.2.1 aged test oil, n—an engine oil to be tested that has 4.3 Aged test oil is compared directly to fresh ASTM BC
been previously subjected to use in a spark-ignited operating SAE 5W-30 (see X1.2) baseline calibration oil, which is run
engine for a prescribed length of service under prescribed before and after the test oil. When changing from test oil to
conditions. baseline calibration oil, an intermediate flush with a special
3.2.2 aging, n—the subjecting of an engine oil to use in a flushing oil (BC Flush Oil or BCFHD) is required to minimize
spark-ignited operating engine for a prescribed length of the possibility of a carryover effect from the previous oil.
service under prescribed conditions. 4.4 Test results are expressed as a percent change in
3.2.3 break-in, v—in internal combustion engines, the run- weighted fuel consumption (see Table 6) relative to the
ning of a new engine under prescribed conditions to help baseline calibration oil.
stabilize engine response and help remove initial friction 5. Significance and Use
characteristics associated with new engine parts.
3.2.4 central parts distributor (CPD), n—the manufacturer 5.1 Test Method—The data obtained from the use of this test
or supplier, or both, of many of the parts and fixtures used in method provide a comparative index of the fuel-saving capa-
this test method. bilities of automotive engine oils under repeatable laboratory
3.2.4.1 Discussion—Because of the need for availability, conditions. A baseline calibration oil (hereafter referred to as
rigorous inspection, and control of many of the parts used in BC oil) has been established for this test to provide a standard
this test method, companies having the capabilities to provide against which all other oils can be compared. The BC oil is an
the needed services have been selected as the official suppliers SAE 5W-30 grade fully-formulated lubricant. There is a direct
for the Sequence VIB test method. These companies work correlation of Test Method D 6837 (Sequence VIB) Fuel
closely with the Test Procedure Developer, and with the ASTM Economy Improvement (FEI) by percent with the fuel
groups associated with the test method to help ensure that the economy results obtained from vehicles representative of
critical engine parts used in this test method are available to the current production running under the current EPA testing
testing industry and function satisfactorily. cycles. The test procedure was not designed to give a precise
estimate of the difference between two test oils without
3.2.5 flush, v—to wash out with a rush of engine oil, during
a prescribed mode of engine operation to minimize carryover
effect from the previous oil and remove residues, before TABLE 1 Sequence VIB Fuel Specification
introducing a new test oil. Test Method
3.2.6 flying flush, n—in internal combustion engines, the Octane, research min D 2699 96
washing out with a rush of engine oil, during a prescribed Pb (organic), mg/L max D 3237 13.2 (0.05 g/U.S.gal)
Sensitivity, min 7.5
mode of engine operation to minimize carryover effect from Distillation range
the previously used oil and remove residues without stopping IBP, °C D 86 23.9 to 35 (75 to 95°F)
the engine after the previous test. 10 % point, °C D 86 48.9 to 57.2 (120 to 135°F)
50 % point, °C D 86 93.3 to 110 (200 to 230°F)
3.2.7 fuel economy, n—in internal combustion engines, the 90 % point, °C D 86 148.9 to 162.8 (300 to 325 °F)
efficient use of gasoline. E.P., °C (max) D 86 212.8 (415°F)
Sulfur, weight %, max D 4294 0.10
3.2.7.1 Discussion—Determined by comparing the rate of Phosphorous, mg/L, max D 3231 1.32 (0.005 g/U.S.gal)
fuel consumption of a test oil with that displayed by a base line RVP, kPa D 323 60.0 to 63.4 (8.7 to 9.2 psig)
reference oil. Hydrocarbon composition
Olefins, % max D 1319 10
3.2.8 non-standard test, n—a test conducted with operating Aromatics, % max D 1319 35
conditions (that is, engine speeds, loads, temperatures, and so Saturates D 1319 Remainder
forth) outside the normal test operating conditions or with a Existent gum, mg/100mL, max D 381 5.0
Oxidation stability, min D 525 500
fuel other than the specified test fuel or with non specified Carbon weight fraction E 191 Report
hardware configuration. Hydrogen/Carbon ratio, mol basis E 191 Report
3.2.9 special parts distributor (SPD), n—the manufacturer Net heating value, Btu/lb D 240 Report
Net heating value, Btu/lb D 3338 Report
or supplier, or both, of specified parts and fixtures used in this API gravity D 287 Report
test method.

4
 D 6837 – 03
TABLE 2 Sequence VIB New Engine Cyclic Break-inA The U-joint angles shall not be greater than 2.0° in the vertical
Cycle plane and 0.0° in the horizontal.
A B 6.3 Laboratory Ambient Conditions—Do not permit air
Time at Each Step, min 4 1 from fans or ventilation systems to blow directly on the engine.
Time to Decel. to Step A, s 15 max The ambient laboratory atmosphere shall be relatively free of
Time to Accel. to Step B, s 15 max
Speed, r/min 1500 3500
dirt, dust, or other contaminants as required by good laboratory
Power, kW (hp) 7.5 (10.1) 20.9 (28) standards.
Load, N·m (lbf-ft) 48.00 (35.4) 57.00 (42.04) 6.4 Engine Speed and Load Control—The dynamometer
Oil Gallery, °C (°F) 105 (221) 105 (221)
Coolant In, °C (°F) 95 (203) 95 (203) speed and load control systems shall be capable of maintaining
Coolant Flow, L/min (gal/min) 130 (34.3) 130 (34.3) the limits specified in Tables 2-4. A typical closed-loop control
Intake Air temperature. and Humidity Control Not Required system maintains speed by engine throttle control and load by
Ignition Timing, °BTDC Record Not Specified
Exh. Back Press., kPa (in. Hg, abs) 104.0 (30.80) Not Specified dynamometer control. Since these speed and load tolerances
AFR Record Not Specified require sensitive and precise control, give particular attention
Fuel Pressure to Fuel Rail, kPa (psi) 205 to 310 205 to 310 to achieving and maintaining accurate calibration of the related
(30 to 45) (30 to 45)
Fuel Temperature to Fuel Rail, °C (°F) 20 (68) 20 (68) instrument systems.
Fuel Flow, kg/h (lb/h) Not Specified Not Specified 6.4.1 Dynamometer—Use a Midwest or Eaton 37 kW
BSFC, kg/kW·h (lb/hp·h) Not Specified Not Specified
A
(50-hp) Model 758 dry gap dynamometer (see X1.4). Replac-
The time at each cycle and their acceleration and deceleration times shall be
adhered to; target all other parameters as close as possible.
ing an engine dynamometer during a reference or non-
reference test is not acceptable. If a dynamometer needs to be
replaced during a test, abort the test. Calibrate the new
adequate replication. Rather, it was developed to compare a dynamometer and related instrumentation before starting a new
test oil to BC oil. Companion test methods used to evaluate test.
engine oil performance for specification requirements are 6.4.2 Dynamometer Load:
discussed in the latest revision of Specification D 4485. 6.4.2.1 Dynamometer Load Cell—Measure the dynamom-
5.2 Use—The Sequence VIB test method is useful for eter load by a 0 to 45 kg (0 to 100 lb) load cell. The dyno load
engine oil fuel economy specification acceptance. It is used in cell is required to have the following features:
specifications and classifications of engine lubricating oils,
(1) Good temperature stability:
such as the following:
Zero # 0.001 % FSO (Full Scale Output) per °C (0.002 %
5.2.1 Specification D 4485.
FSO per °F), and
5.2.2 API Publication 1509.
Span # 0.001 % FSO per °C (0.002 % FSO per °F).
5.2.3 SAE Classification J304.
5.2.4 SAE Classification J1423. (2) Nonlinearity # 0.05 % FSO.
(3) Temperature compensation over range expected in
6. Apparatus laboratory (10 to 49°C) (50 to 115°F). A Lebow Model 3397
6.1 General—Standardize certain aspects of each test stand load cell (see X1.5) has been found suitable for this applica-
in terms of stand hardware. Examples of components which are tion.
specified are certain pumps, valves, heat exchangers, heaters, 6.4.2.2 Dynamometer Load Cell Damper—Do not use a
and piping nominal inside diameter (I.D.). Where specified, load cell damper.
four classes or categories of stand hardware have been desig- 6.4.2.3 Dynamometer Load Cell Temperature Control—
nated: Control the load cell temperature. Enclose the dynamometer
6.1.1 Prints for special parts are included in this procedure. load cell to protect it from the variability of laboratory ambient
When using these prints to fabricate special parts, use the temperatures. Maintain air in the enclosure within the operat-
dimensions specified for the various parts. Do not scale off the ing temperature range specified by the load cell manufacturer
drawings or use them as a pattern. Use all equipment specified within a variability of no more than 66°C (610.8°F). Control
in the procedure. Substitution of equivalent equipment is temperature by a means that does not cause uneven tempera-
allowed, but only after equivalency has been proven acceptable tures on the body of the load cell.
by the Sequence VIB Surveillance Panel. 6.4.2.4 Dynamometer Connection to Engine—Use U-joints
6.2 Test Engine Configuration—The test engine is a spe- for the dynamometer-to-engine connection (see 6.2).
cially built 1993 4.6-L Ford V-8 engine8 designed for use with 6.5 Engine Cooling System—An external engine cooling
an Automatic Overdrive Electronic (AODE) transmission (see system, as shown in Figs. A2.1-A2.5, is required to maintain
X1.3 for procurement of this engine). Mount the engine on the the specified jacket coolant temperature and flow rate during
test stand so that the flywheel friction face is 3.6 6 0.5° from the test. An alternative cooling system is shown in Fig. A2.3.
the vertical with the front of the engine higher than the rear. The systems shall have the following features:
6.5.1 Pressurize the coolant system at the top of the reser-
8
voir. Control the system pressure to 69 6 13.8 kPa (10 6 2
A specially built 1993 4.6L Ford V-8 internal combustion engine is a product
of Ford Motor Co., Dearborn, MI 48121. It is available as Part No. R2G-800-XB
psi). Install a pressure cap (PC-1 in Figs. A2.1-A2.3) (see
(AOD-E) from AER, 1605 Surveyor Blvd., P.O. Box 979, Carrollton, TX 75011- X1.6) capable of maintaining system pressure within the above
0979. requirements.

5
 D 6837 – 03
TABLE 3 Sequence VIB Test Operating ConditionsA
Parameter Stage 1 Stage 2 Stage 3 Stage 4 Stage 5
Speed, r/minB 1500 800 800 1500 1500
62 62 62 62 62
B
Load, Nm 98.00 26.00 26.00 98.00 98.00
60.07 60.07 60.07 60.07 60.07
Nominal, Power kW 15.39 2.18 2.18 15.39 15.39
Gallery, °CB 125 6 1 105 6 1 70 6 1 70 6 1 45 6 1
Coolant, °CB 105 6 1 95 6 1 60 6 1 60 6 1 45 6 1
Stabilization Time, minC 60 60 60 60 60
All Stages
Temperatures, °C
Oil Circulation Record
Coolant Out Record
Intake AirB 27 6 2
Fuel-to-FlowmeterD 20 to 32 (delta from the max stage average reading shall be #4)
Fuel-to-Fuel RailB 20 6 2
Delta Load CellD Delta from the max stage average shall be #6
Oil Heater 205 max

Pressures
Intake Air, kPa 0.05 6 0.02
Fuel-to-Flowmeter, kPa 100 min
Fuel-to-Fuel Rail, kPa 205 to 310
Intake Manifold, kPa abs. Record
Exhaust Back Pressure, kPa abs.B 104.00 6 0.17
Engine Oil, kPa Record
Crankcase, kPa 0.0 6 0.25

Flows
Engine Coolant, L/min 130 6 4
Fuel Flow, kg/hB Record
Humidity, Intake Air, gr/kg of dry air 11.4 6 0.8
Air-to-Fuel RatioB 14.00:1 to 15.00:1
Air-to-Fuel RatioD Delta from max stage average reading shall be #0.50
Ignition Timing 20° BTDC 6 2°
A
Controlled parameters should be targeted for the middle of the specification range.
B
Critical measurement and control parameters.
C
Counted from the time the temperature set points are initially adjusted to the specific levels.
D
Difference between the maximum stage average reading of the entire test and the individual stage average readings.

6.5.2 The pumping system shall be capable of producing
130 6 4 L/min (34.3 6 1.1 gal/min). A Goulds G&L
centrifugal pump (P-1 in Figs. A2.1-A2.3), Model NPE, Size
1ST, mechanical seal, with a 2-hp, 3450-r/min motor, is
specified (see X1.7). Voltage and phase of the motor is
optional.
6.5.3 The coolant system volume is not specified, however
certain cooling system components are specified as shown in
Figs. A2.1-A2.5. Adhere to the nominal I.D. of the line sizes as
shown in Figs. A2.2-A2.5.
6.5.4 The specified heat exchanger (HX-1 in Figs. A2.1-
A2.3) is an ITT Standard brazed plate model 320-20, Part No.
5-686-06-020-001 or ITT Bell and Gossett brazed plate model
BP-75H-20, Part No. 5-686-06-020-001 (see X1.8). Parallel or
counterflow through the heat exchanger is permitted.
6.5.4.1 Approved replacement heat exchangers are: ITT
Bell and Gossett brazed plate Model BP-420-20, Part No.
5-686-06-020-005 and ITT Bell and Gossett brazed plate
Model BP-422-20, Part No. 5-686-06-020-007.
6.5.4.2 The specified heat exchanger for the alternative
cooling system (see Fig. A2.3) is an ITT shell and tube Model
BGF 5-030-06-048-001.
6.5.5 An orifice plate (OP-1 in Figs. A2.1-A2.5) is specified.
It is recommended that the orifice plate be sized to provide a
pressure drop equal to that of heat exchanger HX-1 and install
it in the bypass loop of the coolant system.
6.5.5.1 An orifice plate (OP-1) is not required when using
the alternative cooling system (see Fig. A2.3).
6.5.6 An orifice plate (differential pressure) (FE-103 in Figs.
A2.1-A2.5) is specified (see X1.9). This orifice plate is a
Daniel Series No. 30 RT threaded orifice flange, 11⁄2 NPT. Size
this orifice plate to yield a pressure drop of 11.21 6 0.50 kPa
(45.0 6 2.0 in. H2O) at a flow rate of 130 L/min (34.3 gal/min).
There shall be 10 diameters upstream and 5 diameters down-
stream of straight, smooth pipe with no reducers or increasers.
Flange size shall be the same size as pipe size. Threaded,
slip-on or weld neck styles can be used as long as a consistent
pipe diameter is kept throughout the required lengths.
6.5.7 A control valve (TCV-104 in Figs. A2.1-A2.4) is
required for controlling the engine coolant flow rate through
the heat exchanger HX-1 and the heat exchanger bypass
portion of the cooling system.
6.5.7.1 A Badger Meter Inc. Model No.
9003TCW36SV3AxxL36 (air-to-close), or Model No.
9003TCW36SV1AxxL36 (air-to-open) 3-way globe (divert),
2-in. valve is the specified valve (see X1.10).
6.5.7.2 A Badger Meter Inc. Model No.
9003TCW36SV3A29L36 (air-to-close), or Model No.
9003TCW36SV1A29L36 (air-to-open) are also acceptable if
the trim package used with these valves has a CV of 16.0.
6.5.7.3 Install the valve in a manner so that loss of air
pressure to the controller results in coolant flow through the

6
 D 6837 – 03
TABLE 4 Sequence VIB Test Operating ConditionsA Stage Flush valve is the specified valve (see X1.10). The type of trim
and Stage Aging Hours SI Units package that may be used with this valve is optional.
Stage Aging Aging 6.5.13 A 11⁄2-in. NPT sight glass is required in the main
Flush Phase I Phase II
coolant circuit (SG-1 in Figs. A2.1-A2.3, and Fig. A2.5). The
Speed, r/min 1500 6 5 1500 6 5 2250 6 5 make/model is optional.
Load, Nm 98.00 6 0.10 98.00 6 0.10 98.00 6 0.10
6.5.14 Brass, copper, or stainless steel materials are recom-
Temperatures, °CB mended for hard plumbing in the coolant system.
Oil Gallery 125 6 2 125 6 2 135 6 2
Coolant In 105 6 2 105 6 2 105 6 2
6.5.15 The materials used for process water, hot water,
Oil Circulation Record Record Record chilled water, process air, engine coolant overflow, and engine
Coolant Out Record Record Record coolant transducer tubing are at the discretion of the laboratory.
Intake Air 27 6 2 27 6 2 27 6 2
Fuel-to-FlowmeterC 20 to 32 20 to 32 20 -to 32
6.5.16 The system shall have provisions (for example, low
Fuel-to-Rail 20 6 2 20 6 2 20 6 2 point drains) for draining all of the flushing water prior to
installing a new coolant mixture.
Pressures
Intake Air, kPa 0.05 6 .02 0.05 6 0.02 0.05 6 0.02
6.6 External Oil System—An external oil system as shown
Fuel-to-Flowmeter, kPa 100 min 100 min 100 min in Figs. A2.7 and A2.8 is required. Although all of the systems
Fuel-to-Rail, kPa 205 to 310 205 to 310 205 to 310 are interconnected in some manner, the overall external oil
Intake Manifold, kPa abs Record Record Record
Exhaust Back, kPa abs 104.00 6 0.20 104.00 6 0.20 104.00 6 0.20
system is comprised of two separate circuits: (1) the flying
Engine Oil, kPa Record Record Record flush system which allows the oil to be changed while the
engine is running, and (2) the circulation system for oil
Flows and Others
Engine Coolant, L/min 130 6 4 130 6 4 130 6 4
temperature control. The engine oil pan is considered a part of
Fuel Flow, kg/h Record Record Record the external oil system. Minimize the external oil volume of all
Humidity, Intake Air Record Record Record of the circuits as well as the length of connections and surfaces
gr/kg, of dry air 11.4 6 0.8 11.4 6 0.8 11.4 6 0.8
Air-to-Fuel Ratio 14.00:1 to 14.00:1 to 14.00:1 to in contact with more than one oil in the flush system to enable
15.00:1 15.00:1 15.00:1 more thorough flying flushes.
Ignition Timing, °BTDC 20 6 2° 20 6 2° 20 6 2° 6.6.1 The flush system has a high capacity scavenge pump
Crankcase, Pressure, kPa N/A 0.0 6 0.25 0.0 6 0.25
A
which fills a 6.0-L (6.34-qt) dump reservoir while fresh oil is
Controlled parameters should be targeted for the middle of the specification
range.
drawn into the engine. The dump reservoir float switch then
B
Counted from the time the temperature set points are initially adjusted to the resets certain solenoids and the engine refills to the level
specific levels. established by the float switch in the engine oil pan (which then
C
63°C within this range.
closes the solenoid to the fresh oil reservoir).
6.6.2 The oil heat/cool loop uses a proportional controller to
heat exchanger rather than through the coolant bypass (fail bypass the cooling heat exchanger. Control the temperature
safe). Air-to-open/air-to-close is optional. within narrow limits with minimal additional heat (and surface
6.5.7.4 Control valve (TCV104) is not required when using temperatures). The system can respond quickly to establish the
the alternative cooling system (see Fig. A2.3). four different oil gallery temperatures required in the proce-
6.5.8 A control valve (FCV-103 in Figs. A2.1-A2.5) is dure. Arrange the proportional three-way control valve to go to
required for controlling the coolant flow rate to 130.0 6 4 its mid-point during the flying flushes to avoid trapping oil, and
L/min (35 6 1 gal/min). A Badger Meter Inc. Model No. there shall be some cooling during test oil aging so that no oil
9003GCW36SV3A29L36, 2-way globe, 2-in., air-to-close is trapped in the cooler.
valve is the specified valve (see X1.10). 6.6.3 Cuprous materials are not allowed in any of the oil
6.5.9 A Viatran model 274/374, Validyne model DP15, or system (excluding the oil scavenge discharge system) except as
Rosemount model 1151 differential pressure transducer (DPT-1 may be required by the use of mandatory equipment in this
in Fig. A2.5) is required for reading the coolant flow rate at the procedure.
orifice plate (FE-103 in Figs. A2.1-A2.3) (see X1.11). 6.6.4 The flying flush system (see Fig. A2.7) shall have the
6.5.10 Either replace the engine water pump with a water following features:
pump plate as shown in Fig. A2.6 or modify the pump by
removing the impeller and welding a block off plate onto the NOTE 1—The items shown in the clouded areas in Fig. A2.7 are not
specifically required. However, a system that performs these functions is
front of the pump or tapping the front of the pump and
required.
screwing in a pipe plug. The water pump plate can be
fabricated by the laboratory or procured as Part No. OHT6A- 6.6.4.1 A scavenge pump (P-3 in Figs. A2.7 and A2.8). A
014-A (see X1.12). Viking Series 475, gear type, close-coupled pump, model
6.5.11 A coolant reservoir, a coolant overflow container, and H475M is specified (see X1.13). The pump shall have an 1140
a sight glass are required as shown in Figs. A2.1-A2.3, and Fig. to 1150-r/min electric motor drive with a minimum of 0.75 hp.
A2.5. The design or model of these items is optional. Voltage and phase are optional.
6.5.12 A control valve (TCV-101 in Fig. A2.1 and Fig. 6.6.4.2 A reservoir with a minimum capacity of 19 L (5 gal).
A2.4) is required for controlling the process water flow rate It is recommended that the system include three reservoirs (one
through the heat exchanger HX-1. A Badger Meter Inc. Model for BC calibration oil, one for BCFHD flush oil, and one for
9001GCW36SV3Axxx36 (air-to-close) or Model test oil).
9001GCW36SV1Axxx36 (air-to-open), 2-way globe, 1-in. 6.6.4.3 An oil stirrer in each oil reservoir.

7
 D 6837 – 03
TABLE 5 Test Schedule
Estimated Elapsed Time, hA
BC Oil Test
1. Double flush to BC 1:30
2. S60, BSFC/fuel flow 3 6 at Stage 1B 1:30
3. S60, BSFC/fuel flow 3 6 at Stage 2 1:30
4. S60, BSFC/fuel flow 3 6 at Stage 3 1:30
5. S60, BSFC/fuel flow 3 6 at Stage 4 1:30
6. S60, BSFC/fuel flow 3 6 at Stage 5 1:30
7. Warm-up to Stage Flush 0:30
Subtotal 9:30

Test Oil Test

1. Double flush to test oil 1:00
2. Age 16 h at Stage Age Phase I 16:00
3. S60, BSFC/fuel flow 3 6 at Stage 1 1:30
4. S60, BSFC/fuel flow 3 6 at Stage 2 1:30
5. S60, BSFC/fuel flow 3 6 at Stage 3 1:30
6. S60, BSFC/fuel flow 3 6 at Stage 4 1:30
7. S60, BSFC/fuel flow 3 6 at Stage 5 1:30
8. Age 80 h at Stage Age Phase II 80:00
9. S60, BSFC/fuel flow 3 6 at Stage 1 1:30
10. S60, BSFC/fuel flow 3 6 at Stage 2 1:30
11. S60, BSFC/fuel flow 3 6 at Stage 3 1:30
12. S60, BSFC/fuel flow 3 6 at Stage 4 1:30
13. S60, BSFC/fuel flow 3 6 at Stage 5 1:30
14. Warm-up to Stage Flush 0:30
Subtotal 112:30

BC Oil Test
1. Detergent flush to BC 3:30
2. S60, BSFC/fuel flow 3 6 at Stage 1 1:30
3. S60, BSFC/fuel flow 3 6 at Stage 2 1:30
4. S60, BSFC/fuel flow 3 6 at Stage 3 1:30
5. S60, BSFC/fuel flow 3 6 at Stage 4 1:30
6. S60, BSFC/fuel flow 3 6 at Stage 5 1:30
Subtotal 11:00

End of Test Shutdown Overall Total 133:00

A
Adhere to stabilization times and times for the 6 replicate BSFC measurements. Warm-up and cool-down times included in flushing elapsed times are estimates.
B
Example: Stabilize 60 min followed by 6 replicate BSFC measurements at 5 min intervals (3 min for set-up, 2 min for time averaged BSFC with Stage 1 operating
conditions).

6.6.4.4 An oil heating system (with appropriate controls) for
each oil reservoir with the capability of heating the oil in the
reservoir to 107 6 2.8°C (224.6 6 5°F).
6.6.4.5 A dump reservoir (see Figs. A2.7-A2.9) with a
minimum 6 L (6.34 qt) capacity.
6.6.4.6 A dump reservoir float switch is required. (FLS-136
in Figs. A2.7-A2.9) The make and model is optional. A Gems
Series ALS79999, Catalog No. A79999, 20 VA, high tempera-
ture float switch has been found suitable for this application
(see X1.14).
6.6.4.7 Adhere to the nominal I.D. line sizes shown in Fig.
A2.8.
6.6.5 The circulation system for oil temperature control
shall have the following features:
6.6.5.1 A total volume, including oil volume in the oil pan
to the full mark, shall be 6.0 L (6.34 qt). See 6.6.5.16.
6.6.5.2 An engine oil pan float switch (FLS-152 in Fig.
A2.7, Fig. A2.10, and Fig. A2.16) is required. A Gems Series
ALS79999, Catalog No. A79999, 20 VA, high temperature
float switch is specified (see X1.14).
6.6.5.3 A positive displacement oil circulation pump (P-4 in
Fig. A2.7) is required. A Viking Series 4125, Model G4125, no
relief valve, base mounted is specified (see X1.15). The pump
shall have a V-belt or direct drive 1140 to 1150-r/min electric
drive motor with a minimum of 0.56 Kw (0.75 hp). Voltage and
phase are optional.
NOTE 2—The explosion proof requirement for the motor is left to the
discretion of the laboratory.
NOTE 3—Either V-belt drive or direct-coupled drive may be used. If
V-belt drive is used, use a 1:1 pulley ratio so that the final speed of the
pump is a nominal 1150 r/min.
6.6.5.4 Solenoid valves (FCV-150A, FCV-150C, FCV-
150D, and FCV-150E, in Figs. A2.7 and A2.8) are required (see
X1.16).
(1) FCV-150F and its related lines/piping are optional.
(2) FCV-150A is a Burkert Type 251 piston-operated valve
used with a Type 312 solenoid valve (or a Burkert Type 2000
piston-operated valve used with a Type 311 or 330 solenoid
valve) for actuation of air supply to the piston valve, solenoid
valve direct-coupled to piston valve, normally closed, explo-
sion proof (left to the discretion of the laboratory), and
watertight, 3⁄4 in., 2-way, stainless steel.
(3) FCV-150C is a Burkert Type 251 piston-operated valve
used with a Type 312 solenoid valve (or a Burkert Type 2000
piston-operated valve used with a Type 311 or 330 solenoid
valve) for actuation of air supply to the piston valve, solenoid

8
 D 6837 – 03
TABLE 6 Calculation of Test Results (5) Use only one type of Burkert piston and solenoid valve
Test
Nominal Nominal Time Wt. on a test stand.
Speed, Power, Factor, 6.6.5.5 Control valve (TCV-144 in Figs. A2.7 and A2.8) is
Stage
r/min kW h
required. The specified valve is a Badger Meter Inc. Model No.
1 1500 15.39 0.0802
2 800 2.18 0.0787
1002TBN36SVOSALN36, 3-way globe (divert), 1⁄2-in., air to
3 800 2.18 0.0848 open valve (see X1.17).
4 1500 15.39 0.0864 6.6.5.6 Control valve (TCV-145 in Figs. A2.7 and A2.8) is
5 1500 15.39 0.0699
optional (see X1.17).
6.6.5.7 A heat exchanger (HX-6 in Figs. A2.7 and A2.8) is
NOTE 1—For Stage 1, steps 1 through 6 round and record the 5-min required for oil cooling. The specified heat exchanger is an ITT
BSFC measurements to 4 decimal places using ASTM rounding. model 310-20 or a ITT Bell & Gossett, model BP-25-20 (Part
NOTE 2—Average the BSFC measurements of the six steps to 5 decimal No. 5-686-04-020-001), brazed plate (see X1.18).
places using ASTM rounding. Units for BSFC are kg/kW-h.
NOTE 3—Multiply the average by the shown nominal power and time NOTE 4—The ITT Standard and ITT Bell and Gossett heat exchangers
factor for Stage 1 and record the answer to 6 decimal places. The unit for have been standardized under one model and part number. The new
this number is kg of fuel consumed. replacement is Model BP410-20, Part No. 5-686-04-020-002.
NOTE 4—Perform calculation steps 1, 2, and 3 for the remaining test 6.6.5.8 An electric heater (EH-5 in Figs. A2.7 and A2.8) is
stages (2 to 5) using the respective nominal power and time factors.
required for oil heating. The specified heater is a heating
NOTE 5—Total the mass fuel consumption values for all 5 stages.
NOTE 6—Complete the total fuel consumed calculation detailed in element inserted in the liquid Cerrobase inside a Labeco oil
Steps 1 to 5 above for the BC Before Test Oil, Test Oil Phase I, Test Oil heater housing (see X1.19). Any 3000 W heater element may
Phase II, and BC After Test Oil. be used within the Labeco housing. There are two recom-
NOTE 7—Compute the test oil fuel economy improvement (FEI) as mended heating elements: (1) a three element with Incaloy
follows: sheath, Chromolox Part No. GIC-MTT-330XX, 230 V, single
% FEI Test Oil Phase I 5 $@~BC Before 3 80 %! 1 ~BC After 3 20 %! phase, and (2) Wiegland Industries/Chromolox, Emerson Elec-
2 Test Oil# 4 [~BC Before 3 80 %! tric Model MTS-230A, Part No. 156-019136-014, 240 V single
1 ~BC After 3 20 %!#% 3 100 phase.
(1) It is specified that a thermocouple be installed in the
% FEI Test Oil Phase II 5 $@~BC Before 3 10 %! 1 ~BC After 3 90 %! external oil heater so that the temperature can be monitored.
2 Test Oil# 4 [~BC Before 3 10 %! Install this thermocouple into the top of the heater into the
1 ~BC After 3 90 %!#% 3 100 Cerrobase (see Fig. A2.14) to an insertion depth of 244.48 6
NOTE 8—Adjust the FEI result(s) on non-reference oil tests for the 3.18 mm (9.625 6 0.125 in.). Do not exceed the maximum
stand/engine severity in accordance with Annex A7.
temperature of 205°C (401°F).
(2) The procedure for replacing a heating element is
TABLE 7 Calculation of BSFC
detailed in Annex A3.
1W = 1N·m/s 6.6.5.9 Install two oil filters (FIL-2 in Figs. A2.7 and A2.8)
1kW = 1000 N·m/s
1kW = 60 000 N·m/min in the external oil system. The filters specified are Oberg or
1kW = 2p T N/60 000 Racor model LFS-55 with an Oberg or Racor 28 mm stainless
1kW = T N/9549.3 steel screen, Part No. LFS 5528 (see X1.20).
Example: (1) An alternative oil filter model LFS-62 with an Oberg or
Speed = 800 r/min Racor 28 mm stainless steel screen, Part No. LFS 5528 (see
Torque = 19.18 lbf-ft = 26.004 N·m X1.20), may be used.
hp = T N/5252 = (800 3 19.18)/5252 = 2.92
kW = T N/9549.3 = (800 3 26.004)/9549.3 = 2.1785052 (2) Both oil filters in the test stand shall have the same
2.1785052 kw/·746 = 2.92 hp model number.
In SI Units:
(3) Locate one filter anywhere in the external oil system
BSFC 5 ~fuel flow, kg/h!~9549.3! / ~speed, r/min! ~Torque, N·m! after the oil circulation pump, and locate the other between the
engine oil pump and where the oil enters the engine oil gallery.
In Inch-Pound Units:
BSFC 5 ~fuel flow, lb/h!~5252! / ~speed, r/min! ~Torque, lbf2ft!
(4) When replacing the test stand’s oil filters to the
alternative model LFE-62, do so immediately prior to a
calibration test.
valve direct-coupled to the piston valve, normally open, 6.6.5.10 Adhere to the nominal piping I.D. sizing shown in
explosion proof (left to the discretion of the laboratory) and Fig. A2.8.
watertight, 1⁄2 in., 2-way, stainless steel. 6.6.5.11 Use modified oil filter adapter assembly, Part No.
(4) FCV-150D, FCV-150E, and FCV-150F are Burkert OHT6A-007-1 (see X1.21), as shown in Fig. A2.15.
Type 251 piston-operated valves used with a Type 312 solenoid 6.6.5.12 Engine oil plumbing shall be stainless steel tubing
valve (or a Burkert Type 2000 piston-operated valve used with or piping or flexible hose suitable for use with oils at the
a Type 311 or 330 solenoid valve) for actuation of air supply to temperatures specified. Where flexible hose is used in the
the piston valve, solenoid valve direct-coupled to the piston external oil system, excluding the line to the dump tank, use
valve, normally closed, explosion proof (left to the discretion either Aeroquip No. 8 (Part No. 2807-8) or Aeroquip No. 10
of the laboratory), and watertight, 1⁄2 in., 2-way, stainless steel. (Part No. 2807-10) (see X1.22).

9
 D 6837 – 03
6.6.5.13 Insulation of plumbing for the external oil circula-
tion system is mandatory. Insulation material selection is
optional but shall have a maximum thermal conductivity of
0.0398 W/(m·K) at a mean temperature of 32.2°C (0.276
Btu·in./h·ft2·°F at a mean temperature of 90°F).
6.6.5.14 Engine Oil Pan—Oil pan (Ford Part No. F1AZ-
6675-A or F2AZ-6675-A) is required. A modified oil pan may
be fabricated by the laboratory or procured as Part No.
OHT6A-006-1 (see X1.23). Remove all stock baffles from the
pan. An oil pan baffle as shown in Fig. A2.12 is required and
installed as shown in Figs. A2.10 and A2.11. These two figures
also show the oil pan connections for connecting to the external
oil system. Installation of viewing windows are optional as
shown in Figs. A2.10 and A2.11. Install a float switch (FLS-
152 in Fig. A2.7 and Fig. A2.16, Gems Series ALS79999,
Catalog No. 79999) (see X1.14) in the oil pan. The float switch
may be mounted from the pan bottom as shown in Fig. A2.10
or from an adjustable rod through the dipstick hole.
(1) Oil Pan Baffle—Figs. A2.10 and A2.11 illustrate a side
view of the oil pan and the position of the baffle on the left
inside wall of the pan. Bend the ears on each end of the baffle
about 45° toward the wall of the pan. Fit the top edge of the
baffle tight against the wall and incline downward toward the
front of the engine approximately 23°, with respect to the pan
rail. When the baffle is tack-welded in this position the opening
at the bottom of the baffle will divert the incoming stream of oil
downward and a little toward the back of the pan.
6.6.5.15 Oil Pump Screen and Pickup Tube:
(1) Cut off the steel engine oil pick up tube immediately
above the oil screen and weld a 15 to 18 cm (6 to 7 in.) long
straight stainless steel tube of the same inside and outside
diameters as the original tube to the end so it will project down
through the fitting in the bottom of the pan. The pick up tube
can be modified by the laboratory or procured as Part No.
OHT6A-008-1 (see X1.23). Make the fitting in the bottom of
the pan from a Swagelok SS-1210-1-8, 3⁄4-in. compression 3
1⁄2-in. NPT fitting. Cut the NPT end off and weld remaining
part to the underside outside bottom of the oil pan. There will
then be an inside shoulder in the fitting to drill out for the 3⁄4-in.
outside diameter (O.D.) tube to pass through (see Figs. A2.10
and A2.11).
(2) Use the double nylon ferrules (Part No. T-1213-1 and
T-1214-1) to seal against the steel tube rather than metal ones
to avoid crimping the wall of the tube (which can make it
difficult to reseal after removing the oil pan).
(3) After the oil pan is installed on the engine and the use
of a compression fitting is arranged to connect the tube to an
external oil hose, the suction tube may be shortened if
necessary.
6.6.5.16 Engine Oil Level Control—Install a sight glass
tube, as shown in Fig. A2.24, as a provision for monitoring the
oil level and determining oil consumption. See Annex A9 for
instructions on oil consumption measurement/calibration.
6.7 Fuel System—A typical fuel delivery system incorpo-
rating all of the required features is shown in Fig. A2.17. The
fuel system shall include provisions for measuring and con-
10
trolling fuel temperature and pressure into the fuel flow
measuring equipment and into the engine fuel rail.
6.7.1 There shall be a minimum of 10 cm (3.9 in.) of flexible
line at the inlet and outlet of the fuel flow meter (rubber/
synthetic suitable for use with gasoline). Compression fittings
are allowed for connecting the flexible lines to the fuel flow
meter. Fuel supply lines from the fuel flow measurement
equipment to the engine fuel rail shall be stainless steel tubing
or piping or any flexible hose suitable for use with gasoline.
The fuel return line from the engine shall have a minimum I.D.
of 6.35 mm (0.25 in.).
6.7.2 Fuel Flow Measurement—Fuel flow rate measure-
ment is critical and is measured throughout the test. A Micro
Motion Model D-6 mass flow meter with an RFT9712 Smart
Family or RFT9739 transmitter or a Model CMF010 mass flow
meter with an RFT9739 transmitter is specified (see X1.24).
The Micro Motion sensor may be mounted in a vertical or a
horizontal position.
6.7.2.1 Fuel flow measurement is coordinated to allow a
meaningful calculation of brake specific fuel consumption in
kg/kW-h (lb/hp-h). Specifically, speed, load, fuel flow, and
AFR are time-averaged over the same 100 to 120-s interval.
The use of frequency output from the fuel flow meter is
recommended to avoid electrical noise affecting analog signal
output.
6.7.3 Fuel Temperature and Pressure Control to the Fuel
Flow Meter—Maintain fuel temperature and pressure to the
fuel flow meter at the values specified in Tables 2-4. Precise
fuel pressure control without fluctuation or aeration is manda-
tory for test precision. The fuel pressure regulator PRG 116
shall have a safety pressure relief, or a pressure relief valve,
PRV 113, parallel to PRG 116 for safety purposes.
6.7.4 Fuel Temperature and Pressure Control to Engine
Fuel Rail—Maintain fuel temperature and pressure to the
engine fuel rail at the values specified in Tables 2-4. Precise
fuel temperature and precise fuel pressure control without
fluctuation or aeration is mandatory for test precision.
6.7.5 Fuel Supply Pumps—The test method of providing
fuel to the fuel flow meter is at the laboratory’s discretion as
long as the requirements for fuel pressure and temperature are
met. For providing fuel from the fuel flow meter to the engine
fuel rail, use a car type fuel pump, Ford Part No. E7TF-9C407
or E7TC-9C407. The minimum fuel pressure is 205 kPa (30
psig) and the maximum is 310 kPa (45 psig). Purchase this part
from the CPD (see X1.38).
6.7.6 Fuel Filtering—Filtering of the fuel supplied to the
test stand is required in order to minimize fuel injector
difficulties.
6.8 Engine Intake Air Supply—Suitable apparatus is re-
quired to deliver approximately 4.0 m3/min (140 ft3/min) of air
to the engine intake air filter. The intake air supply system shall
be capable of controlling moisture content, dry bulb tempera-
ture, and inlet air pressure as specified in Tables 3 and 4 which
is 11.4 6 0.8 g/kg of dry air (79.8 6 5.6 grains/lb of dry air),
27 6 2°C (80.8 6 3.6°F), and 0.05 6 0.02 kPa (0.2 6 0.1 in.
H2O). The specified engine intake air system components are

considered part of the laboratory intake air system and are
shown in Fig. A2.18 and in the 1993 Ford Service manual, p.
03-12-2.9
6.8.1 Intake Air Humidity—Measure humidity with the
laboratory’s primary humidity system. Correct each reading for
non-standard barometric conditions, using the following equa-
tion:
Humidity ~corrected!, grains/lb 5 4354 3 ~Psat/~Pbar 2 Psat!!
where:
Psat = saturation pressure, in. Hg, and
Pbar = barometric pressure, in. Hg.
SI Units (Modernized Metric System):
Humidity ~corrected!, g/Kg 5 621.98 3 ~Psat/~Pbar 2 Psat!!
where:
Psat = saturation pressure, mm Hg, and
Pbar = barometric pressure, mm Hg.
6.8.2 Intake Air Filtration—The air supply system shall
provide either water-washed or filtered air to the duct. Any
filtration apparatus utilized shall have sufficient flow capacity
to permit control of the air pressure at the engine.
6.8.3 Intake Air Pressure Relief—The intake air system
shall have a pressure relief device located upstream of the
engine intake air filter snorkel. The design of the relief device
is not specified.
6.9 Temperature Measurement—The test requires the accu-
rate measurement of oil, coolant, and fuel temperatures, and
care must be taken to ensure temperature measurement accu-
racy. Follow the guidelines outlined by the research report.10
6.9.1 Check all temperature devices for accuracy at the
temperature levels at which they are to be used. This is
particularly true of the thermocouples used in the oil gallery,
the coolant in, the inlet air, and the fuel to fuel rail. Iron-
Constantine (Type J) thermocouples are recommended for
temperature measurement, but either Type J or Type K
(Chromel-Alumel) thermocouples may be used.
6.9.2 All thermocouples (excluding the oil heater thermo-
couple) shall be premium grade, sheathed types with premium
wire. Use thermocouples of 3.2 mm (1⁄8 in.) diameter. Thermo-
couple lengths are not specified, but in all cases shall be long
enough to allow thermocouple tip insertion to be in mid-stream
of the medium being measured. The thermocouples shall not
have greater than 5 cm (2 in.) of thermocouple sheath exposed
to laboratory ambient.
6.9.3 Some sources of thermocouples that have been found
suitable for this application are: Leeds and Northrup, Conax,
Omega, Revere, and Thermo Sensor. In any case, match
thermocouples, wires, and extension wires to perform in
accordance with the special limits of error as defined by ANSI7
in publication MC96.1-1975.
9
Available from HELM, Inc., 14310 Hamilton Avenue, Highland Park, MI
48203.
10
Supporting data have been filed at ASTM International Headquarters and may
be obtained by requesting Research Report RR:D02–1218.
D 6837 – 03
6.9.4 System quality shall be adequate to permit calibration
to 60.56°C (1°F) for individual thermocouples.
6.9.5 Thermocouple Location—All thermocouple tips shall
be located in the center of the stream of the medium being
measured unless otherwise specified.
6.9.5.1 Oil Inlet (Gallery)—Insert the thermocouple into the
modified oil filter adapter plate so that the thermocouple tip is
flush with the face of the adapter and located in the center of
(1) the stream of flow as shown in Fig. A2.15 (that is, remove the
O-ring from the adapter, place the adapter face on a flat surface,
and insert the thermocouple into the adapter until the thermo-
couple tip is flush with the flat surface, and lock thermocouple
into place).
6.9.5.2 Oil Circulation—Locate the oil circulation thermo-
couple in the tee in the rear of the oil pan where the oil from
(2)
the external heat/cool circuit returns oil to the pan. The tip of
the thermocouple shall be at the junction of the side opening in
the tee with respect to the through passage in the tee.
6.9.5.3 Engine Coolant In—Locate the thermocouple tip in
the center of the stream of flow and within 15 cm (5.9 in.) of
the housing inlet.
6.9.5.4 Engine Coolant Out—Locate the thermocouple tip
in the center of the stream of flow and in the coolant return
neck within 8 cm (3.15 in.) of the housing outlet.
6.9.5.5 Intake Air—Locate the thermocouple in the Ford air
cleaner assembly on the clean side of the filter as shown in Fig.
A2.18.
6.9.5.6 Fuel to Fuel Flow Meter—Locate the thermocouple
within 10 to 50 cm (3.9 to 19.7 in.) line length upstream of the
fuel flow meter inlet.
6.9.5.7 Fuel to Engine Fuel Rail—Insert the thermocouple
into the center of a tee or cross fitting and locate it a minimum
of 15 cm (5.9 in.) downstream of the fuel pump and within 15
cm (5.9 in.) line length of the fuel rail inlet.
6.9.5.8 Load Cell—Locate the thermocouple within the load
cell enclosure.
6.10 AFR Determination—Determine engine air-fuel ratio
(AFR) by an AFR analyzer. Analysis equipment shall be
capable of near continuous operation for 30 min periods.
6.10.1 The air fuel ratio analyzer shall meet the following
specifications:
Measurement Range AFR: 10.00 to 30.00
with H/C = 1.85, O/C = 0.00
Accuracy 60.1 AFR when 14.7 AFR
with H/C = 1.85, O/C = 0.000
Temperature of exhaust gas used by sensor: -7 to 900°C. A
Horiba model MEXA 110 analyzer has been found suitable for
this application (see X1.25).
6.10.2 The specified location of the analyzer sensing ele-
ment in the exhaust system is shown in Fig. A2.19.
6.11 Exhaust and Exhaust Back Pressure Systems:
6.11.1 Exhaust Manifolds—Use production cast iron ex-
haust manifolds, Ford Part No. F1AZ-9430 or F1AE-9430
(Casting No. RF F1AE-9430-BB) for right hand and Part No.
F1AZ-9431 or F1AE-9431 (Casting No. RF F1AE-9431-BB)
for left hand.
11
 D 6837 – 03
6.11.2 Laboratory Exhaust System—The exhaust system
specified is shown in Fig. A2.19. Components can be radially
oriented to ease installation, but install all components in the
order shown. The design of the system downstream from the
location shown in Fig. A2.19 is at the discretion of the
laboratory.
6.11.3 Exhaust Back Pressure—The exhaust system shall
have the capability for controlling exhaust back pressure to the
pressures specified in Tables 2-4. The specified exhaust back
pressure probe is shown in Fig. A2.20, and the specified
exhaust back pressure probe location in the exhaust system is
shown in Fig. A2.19.
6.12 Pressure Measurement and Pressure Sensor
Locations—Pressure measurement systems for this test method
are specified in general terms of overall accuracy and resolu-
tion with explicit pressure tap locations specified. Pressure
devices (such as electronic transducers) shall follow the
guidelines outlined by the research report.10
6.12.1 Connecting tubing between the pressure tap locations
and the final pressure sensors should incorporate condensation
traps as directed by good engineering judgement. This precau-
tion is particularly important when low air pressures (as in this
test method) are transmitted by way of lines which pass
through low-lying trenches between the test stand and the
instrument console. Pressure sensors should be mounted at the
same elevation as the pressure taps.
6.12.2 Engine Oil—Locate the pressure tap for the engine
oil pressure at the oil filter adapter. Accuracy of 1 % with 6.9
kPa (1 psi) resolution is required.
6.12.3 Fuel to Fuel Flow Meter—Locate the pressure tap
within 5 m from the fuel inlet of the fuel flow meter. Accuracy
of 3.5 kPa (0.5 psi) is required.
6.12.4 Fuel to Engine Fuel Rail—Locate the pressure tap a
minimum of 15 cm (5.9 in.) from the outlet of the car type fuel
pump and within 15 cm (5.9 in.) line length of the inlet to the
fuel rail. Accuracy of 3.5 kPa (0.5 psi) is required.
6.12.5 Exhaust Back Pressure—Locate the exhaust back
pressure probe as shown in Fig. A2.19. The sensor shall be
accurate to within 2 % of full scale with resolution of 25 Pa
(0.1 in. H2O).
6.12.6 Intake Air—Measure the intake air pressure at the
location shown in Fig. A2.18. Sensor/readout accuracy re-
quired is 2 % of full scale with resolution of 5.0 Pa (0.02 in.
H2O).
6.12.7 Intake Manifold Vacuum/Absolute Pressure—
Measure the intake manifold vacuum/absolute pressure at the
throttle body adapter. A sensor having accuracy within 1 % of
full scale and with 0.68 kPa (0.1 in. Hg) resolution is required.
6.12.8 Coolant Flow Differential Pressure—See 6.5.9.
6.12.9 Crankcase Pressure—Locate the crankcase pressure
tap as detailed in Annex A12 and Fig. A2.22.
6.13 Engine Hardware and Related Apparatus—This sec-
tion describes engine-related apparatus requiring special pur-
chase, assembly, fabrication, or modification. Part numbers not
otherwise identified are Ford service part numbers.
6.13.1 Test Engine Configuration—The test engine is a
1993 4.6-L Ford V-8 engine equipped with fuel injection.
Purchase the engine as a test ready unit (for procurement, see
12
X1.3). The engine may not be disassembled and shall be used
in an as received condition. Only external engine dress items
are to be installed by the laboratory.
6.13.2 ECM/EEC (Engine Control) Module—Use a special
modified ECM/EEC IV, Part No. OHT6A-002-1 engine control
module, Ford part name SMO-100 (see X1.26). This module
controls ignition and fuel supply functions.
6.13.3 Thermostat/Orifice Plate—Use an orifice plate as
shown in Fig. A2.21 in place of the thermostat. The orifice
plate can be fabricated by the laboratory or procured as Part
No. OHT6A-004-1 (see X1.27).
6.13.4 Intake Manifold—Modify the intake manifold, Part
No. F1AZ-9424-C, F1AE-9424, or F1AE-9425. Plug the
intake manifold coolant bypass passage (port under the orifice
plate).
6.13.5 Flywheel—A manual flywheel, Part No. F6ZZ-6375-
AB, is required. Modify the flywheel according to laboratory
practice to allow for connection to the test stand driveshaft.
Purchase this part from the CPD (see X1.38).
6.13.6 Wiring Harnesses—Two wiring harnesses are used.
One is a fuel injector sub-harness and the other is an engine
ECM/EEC wiring harness. The fuel injector sub-harness is to
be one of the following part numbers: F3VB-12522, F3VB-
12A522, F3AB-12A522, F2AZ-9D930-A, F3AZ-12A522, or
F3BL-12A522. These harnesses are available from the CPD
(see X1.38) and are similar to that shown in the 1993 Ford
service manual, Figure K16182-A, p. 18-01-21. Disconnect
items 11, 14, 21, and 23 shown in Figure K16182-A from the
harness. The other wiring harness is a special dyno engine
wiring harness, Part No. OHT6A-001-1 (see X1.28) and is
used to connect the car-type harness to the ECM/EEC.
NOTE 5—A full size version of the schematic may be obtained from the
TMC; see X1.2.
6.13.7 EGR Block-Off Plate—Remove the EGR valve and
replace with a block-off plate which is to be fabricated by the
laboratory. Cut off the EGR tube near the exhaust manifold,
crimp and weld shut or plug.
6.13.8 Oil Pan—Use oil pan, Part No. F1AZ-6675-A or
F2AZ-6675-A. Modify the oil pan as detailed in 6.6.5.14 and
Figs. A2.10-A2.13.
6.13.9 Oil Pump Screen and Pickup Tube—Use oil pump
screen and pickup tube, Part No. F2AZ-6622. Remove the oil
pump screen and modify the pickup tube as detailed in
6.6.5.15.
6.13.10 Idle Speed Control Solenoid (ISC) Block-Off
Plate—Remove the idle speed control solenoid (idle air bypass
valve) and replace with a block-off plate which is to be
fabricated by the laboratory.
6.13.11 Engine Water Pump—Modify or replace as detailed
in 6.5.10.
6.13.12 Thermostat Housing—Use thermostat housing, Part
No. F1VY-8592-A or F1AE-8594. Modify for engine coolant
out thermocouple installation (see 6.9.5.4) or procure as Part
No. OHT6A-010-1 (see X1.29).
6.13.13 Oil Filter Adapter—Use oil filter adapter, Part No.
F1AZ-6881, F1AE-6881, or F1AE-6884. Modify for engine
coolant in thermocouple installation (see 6.9.5.3) or procure as
Part No. OHT6A-009-1 (see X1.30).
 D 6837 – 03
6.13.14 Fuel Rail—Use fuel rail, Part No. F2AZ-9F792-A
or F2AE-9F792. Purchase this part from the CPD (see X1.38).
Modify the fuel rail inlet and outlet connections for connection
to the laboratory fuel supply system.
6.14 Miscellaneous Apparatus Related to Engine Opera-
tion:
6.14.1 Timing Light—Use an inductive pickup type timing
light during the test. (Warning—Some types of timing lights
will read out double the actual ignition timing when used on
this engine.)
7. Reagents and Materials
7.1 Engine Oil:
7.1.1 ASTM Baseline Calibration Oil (BC) (see X1.2) is
used for new engine break-in and as a primary calibration oil
for evaluation of test oils. It is an SAE 5W-30 grade.
Approximately 38-L (10 gal) of BC oil are required for each
test.
7.1.2 ASTM BC Flush Oil (BCFHD) (see X1.2) is a special
flushing oil (BC oil with increased solubility) which is used
when changing oil after a test oil has been in the engine.
Approximately 6 L (6.34 qt) of Flush Oil are required for each
test.
7.2 Test Fuel—Use only Haltermann (see X1.37) HF 003
fuel.11 (Warning—Danger! Extremely flammable. Vapors
harmful if inhaled. Vapors may cause flash fire (see A6.2.2.1).)
7.2.1 Make certain that all tanks used for storage are clean
before they are filled with test fuel.
7.2.2 Laboratory Fuel Sampling and Analysis—The need
for this action and analytical methods to be used are under
study by ASTM D02.B0.01. Upon determination, an Informa-
tion Letter will be published by the Test Monitoring Center.
7.2.3 Fuel Batch Usage/Documentation—A complete test
sequence shall be run on a single batch of test fuel. If a new
batch of test fuel is introduced to the laboratory fuel supply
system, it shall be done between finite tests. Document the fuel
batch designation in the test report. In cases where the run tank
contains more than one fuel batch, document the most recent
fuel batch in the report.
7.3 Engine Coolant—The engine coolant shall be 50/50
volume % commercial additized ethylene glycol coolant/water.
Water shall be deionized, demineralized, or distilled.
7.4 Cleaning Materials:
7.4.1 Organic Solvent Penmul L460—See X1.32.
(Warning—Harmful vapor. Store at moderate temperature
(see A6.2.2.2).)
7.4.2 Aliphatic Naphtha—See X1.33. (Warning—
Combustible. Harmful vapor (see A6.2.2.3).)
7.4.3 Engine Cooling System Cleanser—Consists of the
following (see X1.34): (Warning—Toxic substance. Avoid
contact with eyes, skin, and clothing (see A6.2.2.4).)
7.4.3.1 Oxalic Acid Dihydrate Tech. (Warning—Toxic sub-
stance. Avoid contact with eyes, skin, and clothing (see
A6.2.2.5).)
11
Available from Haltermann Products, 1201 South Sheldon Road, P.O. Box
429, Channelview, TX 77530-0426, Phone: (713) 457-2768,(713) 457-2768, (800)
969-2542.
13
7.4.3.2 Alkylated Naphthalene, Sodium Salt—Petro Dis-
persant 425 (soap).
7.4.3.3 Soda Ash Light—Neutralization.
8. Preparation of Apparatus
8.1 This section assumes that the engine test stand facilities
and hardware as described in Section 6 are in place. Emphasis
is on the recurring preparations needed in the routine conduct
of the test.
8.2 Test Stand Preparation:
8.2.1 Instrumentation Preparation—Perform the calibration
of the temperature measuring system, the dynamometer load
measuring system, the fuel flow measuring system and the
pressure measuring system (see 10.2 for additional details
concerning instrumentation calibration) in a manner consistent
with good laboratory practices and record it for future refer-
ence.
8.2.2 External Oil System Cleaning—Clean the entire ex-
ternal oil system using cleaning solvent (see 7.4.1) each time a
newly built engine is installed.
8.2.3 Exhaust Back Pressure Probe Renewal—The exhaust
back pressure probe can be used until it becomes cracked,
brittle, or deformed. Clean the outer surface of the probe and
clear all port holes. Check the probe for possible internal
obstruction and reinstall the probe in the exhaust pipe. Stain-
less steel probes are generally serviceable for several tests;
mild steel probes tend to become brittle after fewer tests.
8.2.4 AFR Sensor Renewal—Inspect AFR sensor (see 10.2
for AFR system calibration requirements).
8.2.5 Hose Replacement—Inspect all hoses and replace any
that are deteriorated. Check for internal wall separations which
would cause flow restriction.
9. Engine Preparation
9.1 Purchase the engine as a test ready unit (for procure-
ment, see X1.3). The engine will not be disassembled and shall
be used in an as received condition. The only exceptions are
external engine dress items are to be installed by the laboratory
and the valve stem seals can be replaced when necessary.
Utilize Ford service parts for a 1993 model year engine or
Sequence VIB parts.
9.2 Cleaning of Engine Parts:
9.2.1 Cleaning—Soak any parts to be cleaned in degreasing
solvent until clean (see X1.33).
9.2.2 Rinsing—Wash the parts thoroughly with hot water.
9.3 Engine Assembly Procedure:
9.3.1 General Assembly Instructions—Assemble the exter-
nal engine dress components according to the detailed descrip-
tion in the 1993 Ford Service Manual. However, in cases of
disparity, the explicit instructions contained in this test method
take precedence over the service manual. Additional informa-
tion is available in the Ford 543 Engine Assembly Manual,
1999 Edition.12
9.3.2 Bolt Torque Specifications—When installing the en-
gine components, use a calibrated torque wrench to obtain the
12
Available from the ASTM Test Monitoring Center Web Page at http://
astmtmc.cmu.edu
 D 6837 – 03
values specified. Specifications are shown in the 1993 Ford
Service Manual. These specifications are for clean and lightly
lubricated threads only. Dirty or dry threads produce friction
which prevents accurate measurements of the actual torque. It
is important that these specifications be observed. Over tight-
ening can damage threads which may prevent attainment of the
proper torque and may require replacement of the damaged
part.
9.3.3 Sealing Compounds—Sealing compounds are not
specified. Use engineering judgement governing the use of
sealing compounds. Do not use sealers in tape form (loose
shreds of tape can circulate in the engine oil and plug critical
orifices).
NOTE 6—Silicone-based sealers may raise the indicated Si content of
used oil.
9.3.4 New Parts Required for Each New Engine (see X1.3)
are listed in Annex A4.
9.3.5 Harmonic Balancer—The balancer, Part No. F1AZ-
6316-A, is included on the engine by the engine supplier.
9.3.6 Oil Pan—Install the oil pan, Part No. F1AZ-6675-A
or F2AZ-6675-A, modified as detailed in 6.6.5.14 and as
shown in Figs. A2.10-A2.13. Use gasket, Part No. F1AZ-
6710-A. Torque the bolts in the sequence shown in 1993 Ford
Service Manual, Figure A14940-B, p. 03-01-39.
9.3.7 Intake Manifold—Install intake manifold, Part No.
F1AZ-9424-C, F1AE-9424, or F1AE-9425. Modify the intake
manifold as detailed in 6.13.4. Purchase this part from the CPD
(see X1.38). Use gaskets, Part No. F1AZ-9461-A. Torque the
bolts in the sequence shown in 1993 Ford Service Manual,
Figure A14812-A, p. 03-01-32.
9.3.8 Camshaft Covers—Camshaft covers are, right hand,
Part No. F1AZ-6582-A; left hand, Part No. F1AZ-6582-B. Use
gaskets, right hand, Part No. F1AZ-6584-A; left hand, Part No.
F1AZ-6584-B. These are included on the engine by the engine
supplier.
9.3.9 Thermostat—Remove the thermostat and replace with
a thermostat orifice plate as shown in Fig. A2.21 (see X1.27).
See 6.13.3.
9.3.10 Thermostat Housing—Install a modified thermostat
housing (see 6.13.12), Part No. F1VY-8592-A, F1AE-8594, or
OHT 6A-01010-1 (see X1.12). Use gasket, Part No. F1VY-
8255-A.
9.3.11 Coolant Inlet—Modify the coolant inlet connection
which is cast as a part of the oil filter adapter (see 9.3.12 and
6.13.13).
9.3.12 Oil Filter Adapter—The oil filter adapter is Part No.
F1AZ-6881, F1AE-6881, or F1AE-6884 and is included on the
engine by the engine supplier. Modify the adapter (see
6.13.13). Use gasket, Part No. F1AZ-6840-A.
9.3.13 Dipstick Tube—Dipstick tube, Part No. F1AZ-
6754-A is included on the engine by the engine supplier.
9.3.14 Water Pump—Install a modified water pump or a
water pump plate (see 6.5.10 and Fig. A2.6).
9.3.15 Sensors, Switches, Valves, and Positioners:
9.3.15.1 Oil Pressure Switch and Oil Pressure Sensor—
Install oil pressure switch, Part No. E9SZ-9278-A. The oil
pressure sensor may be removed and the location plugged.
14
9.3.15.2 Camshaft Positioner Sensor (CMP)—Camshaft
position sensor, Part No. F1AZ-6B288-A, is included on the
engine by the engine supplier.
9.3.15.3 Crankshaft Position Sensor (CKP)—Crankshaft
position sensor, Part No. F1AZ-6C315-A, is included on the
engine by the engine supplier.
9.3.15.4 Water Temperature Indicator Sender Unit—Install
water temperature indicator sender unit, Part No. F1SZ-
10884-A or F1SF-10884.
9.3.15.5 Idle Speed Control Solenoid (ISC)—Idle air control
valve (idle air bypass valve) is not used; replace with by a
block-off plate (see 6.13.10).
9.3.15.6 EGR Valve—The EGR valve is not used. Replace
with a block-off plate (see 6.13.7).
9.3.15.7 EGR Valve Positioner Sensor (EVP)—EGR Valve
Position sensor is not used.
9.3.15.8 EGR Vacuum Regulator Sensor (EVR)—EGR
vacuum regulator sensor is not used. Plug the vacuum lines that
would normally be connected to this sensor.
9.3.15.9 Throttle Position Sensor (TP)—Install throttle po-
sition sensor, Part No. F2AZ-9B989-A or FZAF-9B989. Pur-
chase this part from the CPD (see X1.38).
9.3.15.10 Engine Coolant Temperature Sensor (ECT)—
Install engine coolant temperature sensor, Part No. F2AZ-
12A648-A or F2AF-12A648. Purchase this part from the CPD
(see X1.38).
9.3.15.11 Heated Exhaust Gas Oxygen Sensors (HEGO)—
Use heated exhaust gas oxygen sensors, Part No. F0TZ-9F472,
F0SZ-9F472-A, F1SZ-9F472-A, or XL3Z-9F472. Make sure
that the HEGO’s are correctly connected. The left side (cylin-
ders 5-8) sensor harness has a red with black stripe wire
coming from the bottom right pin of the connector when
looking at the plug from the front. The right side sensor
(cylinders 1-4) has a gray with light blue striped wire in this
position. Purchase this part from the CPD (see X1.38).
9.3.15.12 PCV—Remove the PCV valve and vent all PCV
points of connection to the crankcase pressure control system
as detailed in Annex A12 and Fig. A2.22 (see 6.12.9). Plug all
associated vacuum lines.
9.3.15.13 Air Charge Temperature (ACT) Sensor—Use
ACT sensor, Part No. F2DZ-12A697. Purchase this part from
the CPD (see X1.38).
9.3.15.14 Mass Air Flow Sensor—Use mass air flow sensor,
Part No. F0TZ-12B579 or F2VF-12B579 (70 mm diameter).
Purchase this part from the CPD (see X1.38).
9.3.16 Ignition System:
9.3.16.1 Ignition Coils—Install right hand and left hand
ignition coils, Part No. F1VY-12029, F1VU-12029, F3VU-
12029, or F5LU-12029. Use Ignition coil bracket, right hand
Part No. F3AZ-12257 and left hand Part No. F3AZ-12257.
9.3.16.2 Ignition Wires—Install ignition wires, Part No.
F3PZ-12259-C. Position spark plug wires 45° from centerline
of crankshaft to the coil (outboard and forward), to ensure boot
seal is fully seated against cylinder head (1993 Ford Service
Manual, Figure B4477-D, p. 03-07-6).
9.3.16.3 Ignition Control Module (ICM)—Install ignition
control module, Part No. F1AZ-12K072-A or F1AF-12K072.
Purchase this part from the CPD (see X1.38).
 D 6837 – 03
9.3.16.4 Spark Plugs—Use spark plugs, Part No. AWSF
32C or 32P. Spark plug gap shall be 1.31 to 1.41 mm (0.052 to
0.056 in).
9.3.17 Fuel Injection System:
9.3.17.1 Fuel Injectors—Use fuel injectors, Part No. F0TZ-
9F593. Refer to Annex A10 for injector flow specifications.
Verification of each injector is required prior to use. Purchase
this part from the CPD (see X1.38).
9.3.17.2 Fuel Rail—Install modified fuel rail, Part No.
F2AZ-9F792-A or F2AE-9F792 9 (see 6.13.14). Purchase this
part from the CPD (see X1.38).
9.3.17.3 Fuel Pressure Regulator—Use fuel pressure regu-
lator, Part No. E6AZ-9C968 or E7DE-9C968. Purchase this
part from the CPD (see X1.38).
9.3.18 Intake Air System—The engine intake air system
components may be oriented according to laboratory require-
ment. However, use all of the specified components.
9.3.18.1 Air Cleaner Outlet Tube Assembly (Air Box)—Use
air cleaner outlet tube, Part No. F2AZ-9B659. Install with air
cleaner outlet tube clamp (which comes with the outlet tube)
and bolt, Part No. F2AZ-9A624-A. Purchase these parts from
the CPD (see X1.38).
9.3.18.2 Crankcase Ventilation Tube—Remove crankcase
ventilation tube, Part No. F1AZ-6C324-A, and plug the port in
the air cleaner assembly.
9.3.18.3 Engine Air Cleaner Assembly—Use engine air
cleaner assembly, Part No. F2AZ-9600. Modify the assembly
(see Fig. A2.18). Purchase this part from the CPD (see X1.38).
9.3.18.4 Air Cleaner Element—Use air cleaner element,
Part No. E5TZ-9601.
9.3.18.5 Resonator Box—Use resonator box, Part No.
F2AE-9R504.
9.3.18.6 Throttle Body—Use throttle body, Part No. F2AZ-
9E926 or F2AE-9E926. Purchase this part from the CPD (see
X1.38).
9.3.18.7 Throttle Body Adapter—Use throttle body adapter,
Part No. F2AE-9A589 or F1-VY-9A589. Purchase this part
from the CPD (see X1.38).
9.3.19 Engine Management System (Spark and Fuel Con-
trol):
9.3.19.1 Engine Wiring Harness—Use a special engine
wiring harness, Part No. OHT6A-001-01. Purchase this part
from the SPD (see X1.28).
9.3.19.2 Engine Control Module—Use EEC IV engine con-
trol module, Part No. OHT6A-002-1, or OHT6A-002-3 ECM/
EEC (see X1.26). This module controls ignition and fuel
supply functions.
(1) Supply the EEC power from a battery or a regulated
power supply (12 V to red wire). Ground the EEC ground wire
to the engine. When using a battery, run a 2-gage wire back to
the battery negative to prevent interruption/interference of the
EEC operation.
(2) Measure and verify the ignition timing after every new
ECM installation. The ignition timing shall be 20° BTDC 6 2°
(see Table 3).
9.3.19.3 Keep Alive Memory (KAM)—Disconnect the keep
alive memory from the 12 V supply (yellow wire) while
running oil tests.
15
9.3.20 Accessory Drive Units—Do not use external drive
units, including alternators, fuel pumps, power steering units,
air pumps, air conditioning compressors, and so forth.
9.3.21 Exhaust Manifolds—Use exhaust manifolds, right
hand Part No. F1AZ-9430-B and left hand Part No. F1AZ-
9431-B. Torque bolts in the sequence shown in the 1993 Ford
Service Manual, Figure A13673-A, p. 03-01-34.
9.3.22 Engine Flywheel and Guards—The flywheel is a
Ford production unit, Part No. F6ZZ-6375-AB, manual fly-
wheel. Purchase this part from the CPD (see X1.38). Install an
engine flywheel guard and safety housing to suit test stand
requirements. Modify the flywheel according to laboratory
practice to allow for connection to the test stand driveshaft.
9.3.23 Lifting of Assembled Engines—Assembled engines
shall not be lifted by the intake manifold since this is known to
cause engine coolant leaks. Refer to 1993 Ford Service Manual
for proper lifting instructions and lift locations.
9.3.24 Engine Mounts—Special dynamometer laboratory
engine mounts have been found suitable for this application
and may be used. These may be ordered using Part No.
DTSC-080-128-001 for the right side and Part No. DTSC-80-
126-1 for the left side (see X1.35). The right hand and left hand
mount isolators (biscuits) are Part No. DTSC-40-132-1 (see
X1.36). Rear mount configuration should be according to
laboratory practice.
9.3.25 Valve Stem Seals—Valve stem seals may be replaced
at the laboratory discretion. Use the 1993 Ford Service Manual
procedure and recommended tools when the seals are replaced.
The required replacement seal is Part No. F6AZ-6571-AA.
Replace the seals immediately prior to a calibration test.
9.3.26 Valve Spring—Use valve spring, Part No. F1AE-
6513-AC, that meet material requirements of No. WDS-
M1A314-A1. Valve springs may be replaced on Sequence VIB
engines either prior to new engine break-in or prior to the next
calibration test. Operate an engine that has been previously
calibrated, and has had new valve springs installed, for 80 h of
Phase II aging conditions before starting a calibration test.
Changing just one valve spring in an engine is not permitted;
all old valve springs must be replaced with new ones.
9.3.27 Timing Chain Tensioner Assembly—The timing
chain tensioner assembly or any of the individual parts of the
timing chain assembly may be replaced as needed. The
individual parts include the timing chain tensioner arms (left
and right), timing chain, timing chain guide, crankshaft sprock-
ets, and camshaft sprockets. A calibration test is required
immediately after replacing one or all of the above parts.
Identify in the comments section of the test report which part(s)
were replaced. If an engine was built with a link type camshaft
chain, it may be replaced with a roller type chain and sprockets.
The above parts are available through any local Ford dealer-
ship. Specify replacement parts for a Ford 4.6L, 1993 model
year engine.
10. Calibration
10.1 Stand/Engine Calibration—To ensure proper response
to various oil parameters, conduct a reference oil test when a
new or previously used test engine is installed in a test stand.
This event will be monitored by the ASTM TMC. See 11.1.2
prior to attempting calibration of a new stand. The TMC will
 D 6837 – 03
assign reference oils for calibration tests. The reference oils
used to calibrate Sequence VIB engine test stand/engine
combinations have been formulated or selected to represent
specific chemical types or performance levels or both. These
oils are normally supplied under code numbers (blind reference
oils) to ensure that the testing laboratory is not influenced by
preconceived opinions in assessing test results. Number each
Sequence VIB test to identify the stand number, the number of
runs on that stand, the engine number and the number of runs
on the engine. For example, 56-21-3-8 defines a test on stand
56, which is the 21st test on stand 56, engine number 3, and the
8th test on engine number 3. For reruns of operationally invalid
or unacceptable reference oil the stand run number shall be
incremented by one and the engine run number shall be
followed by the letter A for the first re-run, B for the second
re-run, and so forth. For example, the next test number for an
operationally invalid or unacceptable test would be 56-22-3-
8A.
10.1.1 Procedure—Test stand/engine calibration is accom-
plished by conducting tests on ASTM TMC reference oils (see
X1.2). Reference oil tests on each test stand/engine combina-
tion within a laboratory which is to be considered calibrated
shall be conducted according to ASTM TMC Lubricant Test
Monitoring System (LTMS) guidelines. Do not terminate a
reference test due to an FEI result. For a given test stand/engine
combination, following the first calibration period of a new
stand/engine combination, conduct a minimum of one opera-
tionally valid, statistically acceptable reference oil test after 4
non-reference oil tests starts or after 90 days have elapsed,
whichever occurs first. Thereafter conduct a minimum of one
operationally valid, statistically acceptable reference oil test
after 7 non-reference oil tests starts or after 90 days have
elapsed, whichever occurs first. The 90 elapsed days are judged
from the end-of-test (EOT) day of the last operationally valid,
statistically acceptable reference oil test to the start-of-test
(SOT) day of a calibrated non-reference oil test. If more than
90 days elapse between Sequence VIB tests, EOT to SOT, on
a stand/engine combination, a minimum of one operationally
valid, statistically acceptable (according to LTMS) test is
required. If acceptable results are obtained on the reference oil
the test stand/engine is calibrated. Re-reference the engines
once removed from the test stand and re-installed, even if the
test number and time criteria are met by the engine. Labora-
tories shall inform the TMC with a written explanation when a
test engine is removed from a test stand and installed into
another test stand. Only appropriate Sequence VIB test engines
(see X1.3) may be referenced.
10.1.1.1 The effective date of a reference test is the LTMS
date and time of the reference test. Test start time is defined as
the introduction of the reference oil into the engine. The LTMS
date and time are defined as the date and time the test was
completed (completion of the BC run following the reference
oil) unless a different date and time are assigned by the TMC.
The TMC may schedule more frequent reference oil tests (or
approve less frequent reference oil tests) at its discretion.
Under special circumstances (that is, extended downtime due
to industry-wide parts or fuel outages) the TMC may extend
16
reference periods. Note non-reference oil tests conducted
during the extended time allowance in the test note section of
the report.
10.1.1.2 Failure of a reference oil test to meet Shewhart or
Exponentially Weighted Moving Average (EWMA) control
chart limits can be indicative of a false alarm, engine, test
stand, or industry related problem. When this occurs, the
laboratory, in conjunction with the TMC, shall attempt to
determine the problem source. The ASTM Sequence VIA/VIB
Surveillance Panel adjudicates industry problems. The TMC
will decide, with input as needed from industry expertise
(testing laboratories, test procedure developer, ASTM Techni-
cal Guidance Committee, Surveillance Panel, and so forth) if
the reason for any unacceptable blind reference oil test is
isolated to one particular engine or stand or related to other
stands. If it is decided that the problem is isolated to an
individual engine or stand, calibrated testing on other stands
may continue throughout the laboratory. The laboratory may
elect to attempt additional reference oil tests in the same
engine. In the event the engine does not attain calibration, the
laboratory shall remove the engine and go through the normal
process of calibrating a new engine. Operationally valid,
statistically unacceptable data on removed engines will be
included in all appropriate databases (industry reference oil
severity and precision) unless the engine failing to calibrate is
a new engine (has never been calibrated and conducted
non-reference oil tests).
10.1.1.3 If non-standard tests are conducted on a calibrated
engine or test stand, recalibrate the stand and engine prior to
running standard tests.
10.1.2 Reporting of Reference Results—Transmit the refer-
ence oil test results to the TMC (see Annex A1) using Forms 1,
4, 5, 6, and 18 shown in Annex A7 immediately after
completion of test. The TMC will review the transmitted
reference oil test results and use the Lubricant Test Monitoring
System (LTMS) to determine test acceptability. The complete
final test report package as defined in Annex A7 shall be
received within 30 days of test completion by the following
party:
Manager of Operations
ASTM TMC
6555 Penn Avenue
Pittsburgh, PA 15206-4489
10.1.3 Analysis of Reference/Calibration Oils:
10.1.3.1 Reference Oils Identification—Do not subject ref-
erence oils to either physical or chemical analyses for identi-
fication purposes. Identifying the oils by analyses could under-
mine the confidentiality required to operate an effective blind
reference system. Therefore, reference oils are supplied with
the explicit understanding that they will not be subjected to
analyses other than those specified within this procedure unless
specifically authorized by the TMC. In such instances, supply
written confirmation of the circumstances involved, the data to
be obtained, and the name of the person requesting the analysis
to the TMC.
10.1.3.2 BC Baseline Calibration Oil and BCFHD Flush
Oil—The Baseline Calibration (BC) Oil and BCFHD Flush Oil
may be analyzed only to the extent required to evaluate the
 D 6837 – 03
effectiveness of a test stand’s flushing system. This analysis
will be limited to molybdenum content. Do not subject the BC
oil or BCFHD oil to further physical or chemical analyses other
than those specified within this procedure unless specifically
authorized by the TMC. In such instances, supply written
confirmation of the circumstances involved, the data to be
obtained, and the name of the person requesting the analysis to
the TMC.
10.2 Instrument Calibration—Record all instrument cali-
brations for further reference. Perform a complete test stand
instrument calibration prior to conducting the initial reference
test in a new engine. A previously calibrated (existing) stand/
engine will require that the following be calibrated prior to the
next reference test: (1) engine load measurement system; (2)
fuel flow meter; (3) engine speed; (4) AFR analysis equipment;
and (5) exhaust back-pressure equipment.
10.2.1 Engine Load Measurement System—Calibration by
use of deadweights is required at the start of a test and before
each reference oil test. Prior to calibration, start the engine and
run for a minimum of 30 min at 1500 r/min, 37 N·m. Shut the
engine down, leave dynamometer cooling water on, and start
performing the load cell calibration within 3 min after shut-
down.
10.2.1.1 Perform the calibration at the 3 designated torques
(approximately 26, 37, and 98 N·m). The stand load measure-
ment system shall perform within 60.3 N·m of the calibration
standard.
10.2.2 Fuel Flow Measurement System—Use accurate mass
scale measurements for calibrating. Perform this calibration at
three fuel flow rates (approximately 1.4, 3.2, and 5.4 kg/h).
Evaluate each flow rate a minimum of three times to verify
repeatability.
10.2.2.1 The test stand flowmeter shall perform to within
0.25 % at 5.4 kg/h, 0.32 % at 3.2 kg/h, and 0.54 % at 1.4 kg/h
of the calibration standard. For each flow rate, a minimum of
three consecutive flow readings shall be within the specified
tolerance. The calibration standard shall be at least 4 times
more accurate than the test stand flowmeter at each specified
flow rate.
10.2.3 Coolant Flow Measurement System—Calibrate the
flow measuring device a minimum of once every three months.
10.2.4 Thermocouple and Temperature Measurement
System—The calibration of the test stand temperature measure-
ment system (thermocouple through readout) is checked at the
test stand using the existing readout system prior to running a
new engine reference or a minimum of once every three
months whichever occurs first. For the critical temperatures
(see Table 3) the individual temperature sensors shall indicate
within 60.56°C (61°F) of the laboratory calibration standards.
The calibration equipment utilized shall be appropriate for the
60.56°C (61°F) accuracy level here specified. See 6.9 for
additional thermocouple calibration requirements.
10.2.5 Humidity Measurement System—Calibrate the pri-
mary laboratory measurement system at each stand on a
semiannual basis using a hygrometer with a minimum dew
point accuracy of 60.55°C at 16°C (61°F at 60°F). Locate the
sample tap on the air supply line to the engine in the intake air
cleaner.
17
10.2.5.1 The calibration consists of a series of paired
humidity measurements comparing the laboratory system with
the calibration hygrometer. The comparison period lasts from
20 min to 2 h with measurements taken at 1 to 6 min intervals,
for a total of twenty paired measurements. The measurement
interval shall be appropriate for the time constant of the
humidity measuring instruments.
10.2.5.2 Verify that the flow rate is within the equipment
manufacturer’s specification, and that the sample lines are
non-hygroscopic. Correct dew point hygrometer measurements
to standard conditions (101.12 kPa [29.92 in. Hg]) using the
appropriate equation (see 6.8.1). Compute the difference be-
tween each pair of readings and calculate the mean and
standard deviation of the twenty paired readings, using Eq A8.1
and Eq A8.2 in Annex A8. The absolute value of the mean
difference shall not exceed 1.43 g/kg (10 grains/lb), and the
standard deviation shall not be greater than 0.714 g/kg (5
grains/lb). If these conditions are not met, investigate the
cause, make repairs, and recalibrate. Maintain calibration
records for two years.
10.2.6 Other Instrumentation—As a minimum, calibrate
instrumentation for measuring parameters other than those
detailed in 10.2-10.2.5 after every 10 non-reference oil tests or
every 90 days, whichever occurs first.
11. Test Procedure
11.1 Preparation for Initial Start-Up of New Engine—
Measure and verify the ignition timing according to the
specification shown in Table 3.
11.1.1 External Oil System—The external oil system shall
be cleaned each time a new engine is installed (see 8.2.2). If
this is a new test stand, demonstrate the flush effectiveness.
11.1.2 Flush Effectiveness Demonstration—A laboratory
shall demonstrate the flush effectiveness of their flying flush oil
system for any new stand and for any stand which has had
modifications made to the oil system. By using an oil contain-
ing molybdenum a laboratory shall demonstrate a 99 % flush
effectiveness, by Inductive Coupled Plasma (ICP), after the
final flush of a detergent flush (see 11.5.9.1, 10) when detergent
flushing from the demonstration oil to BC oil. ASTM Oil
FEEO-103 (FM) has proven satisfactory for use in this
demonstration. The procedure is as follows (FM = ASTM
FEEO-103 (FM) or other suitable oil containing molybdenum):
11.1.2.1 With the engine already charged with BC oil, warm
engine to Stage Flush (see Table 4).
11.1.2.2 Take a 118-mL (4-oz) sample of the FM oil from
the oil reservoir (Sample New Oil).
11.1.2.3 Flush in FM oil, run 30 min.
11.1.2.4 Flush in FM oil, run 30 min.
11.1.2.5 Flush in FM oil (this completes the FM oil change).
11.1.2.6 Run 30 min, take a 118-mL (4-oz) purge sample
and pour back into the engine. Take a 118-mL (4-oz) retain
sample (Sample 1).
11.1.2.7 Flush to BCFHD Flush oil, run 30 min.
11.1.2.8 Flush to BCFHD Flush oil, run 2 h, take a 118-mL
(4-oz) purge sample and pour back into the engine. Take a
118-mL (4-oz) retain sample (Sample 2).
 D 6837 – 03
11.1.2.9 Flush in BC oil, run 30 min, take a 118-mL (4-oz)
purge sample, pour back into engine. Take a 118-mL (4-oz)
retain sample (Sample 3).
11.1.2.10 Flush in BC oil, run 30 min, take a 118-mL (4-oz)
purge sample and pour back into engine. Take a 118-mL (4-oz)
retain sample (Sample 4).
11.1.2.11 Flush in BC oil, take a 118-mL (4-oz) purge
sample and pour back into engine. Take a 118-mL (4-oz) retain
sample (Sample 5).
11.1.2.12 Analyze Samples—Analyze new oil, 1, 2, 3, 4, and
5 by ICP for the molybdenum and report the results to TMC
(Comparison is Sample 11.1.2.11 versus 11.1.2.6).
11.1.3 Preparation for Oil Charge—Check the apparatus
carefully to be sure that all oil lines and fittings are properly
tightened and aligned. This includes the apparatus for the
flying flush oil change system.
11.1.4 Oil Charge for Coolant Flush—Service both oil
filters (see 6.6.5.9) to ensure they are clean and that the seals
are in good condition. Charge the engine with 6.0 L (6.34 qt)
of fresh BC oil.
11.1.5 Engine Coolant Charge for Coolant Flush—The
hoses or tubing leading from the venturi coolant flowmeter to
the differential pressure sensor may be isolated (by closing the
valves or disconnecting the hoses) to prevent contamination of
the water in these hoses.
11.1.5.1 Prepare cooling system cleanser solution by adding
oxalic acid at the ratio of 23 g/L (3 oz/gal) and adding Petro
Dispersant 425 at the ratio of 1 g/L (0.15 oz/gal) of water for
the coolant flush charge (see 7.4.3 and X1.34). Charge the
coolant system with this solution.
11.2 Initial Engine Start-Up—Connect the fuel line to the
engine fuel rail or open the fuel shut-off valves, or both. Ready
the control console (engine ignition on, external oil circulation
pump on, safety circuits ready). Crank the engine. When the
engine is running at idle (approximately 800 r/min, zero load),
check for fuel, oil, coolant, water, and exhaust leaks. Connect
the intake air supply duct. During idle, check the ignition
timing to verify it is 20° BTDC.
11.3 Coolant Flush:
11.3.1 Operate the engine at idle conditions (800 r/min, no
load) for 40 min while maintaining a coolant temperature of 65
6 5°C (150 6 10°F). Then open the engine block petcock and
heat exchanger drain valve. Add fresh tap water to the system
until the drains run clear. Continue adding fresh tap water to
the system for 5 min after the drains begin running clear. Close
the block and heat exchanger drains and add the cooling system
neutralizer (sodium carbonate) (see 7.4.3) which has previ-
ously been mixed at the ratio of 3.8 g/L (0.50 oz/gal) of hot
water.
11.3.2 After the engine has run for 45 min with the
neutralizer while maintaining a coolant temperature of 65 6
5°C (150 6 10°F) open the drain valves and add fresh water
until the drains run clear. (The pH of the incoming and
outgoing water shall be the same at this point). Stop adding
fresh water, close drain valves, and run engine for 20 min
under coolant flushing operating conditions.
18
11.3.3 Shut down engine using the procedure given in
11.5.8. Disconnect the intake air supply duct as soon as the
engine is shut down.
11.3.4 Drain coolant.
11.3.5 Fill coolant system with pre-mixed coolant consist-
ing of 50/50 volume % mixture of additized ethylene glycol
coolant and deionized, demineralized, or distilled water (see
7.3).
11.3.6 Coolant charge may be reused for additional tests,
however, install new coolant each time a new engine is
installed.
11.3.7 Perform the coolant flush procedure at the comple-
tion of a new engine break-in.
11.4 New Engine Break-In—A broad overview of the new
engine break-in is as follows:
11.4.1 A minimum of 200 h of cyclical operation with BC
oil is required. Hourly BSFC measurements are routinely
recorded. The intense care for precision required for test
operation is not required for cyclical break-in operation.
11.4.2 Oil Charge for Break-in—Service both oil filters to
ensure that they are clean. Drain oil and charge the engine with
6.0 L (6.34 qt) of fresh BC oil. Use this oil charge for the entire
new engine break-in.
11.4.3 Break-in Operating Conditions—Follow the break-in
schedule for new engines as shown in Table 2. It is suggested
that the cycling be a step function, rather than a ramp function.
If a ramp function is used, take care to ensure that the ramp is
not too mild, since too mild a ramp may not work the engine
hard enough to successfully accomplish break-in.
11.4.4 Stand Requirements for Break-in—The engine
break-in shall be done on a test stand that has a Midwest or
Eaton 37 kW (50 hp) Model 758 dry gap dynamometer (see
X1.4) and meets the specifications shown in Table 2.
11.5 Routine Test Operation—An overview of a non-
reference oil test is as follows (r/min, kW, oil temperature °C):
11.5.1 Complete pre-test maintenance. A checklist for the
maintenance is shown is Table A11.1.
11.5.2 Start engine.
11.5.3 Warm up to flush conditions with BC oil (see Table
4).
11.5.4 Double flush to BC oil.
11.5.4.1 Stabilize at Stage 1 (see Table 3) and acquire data
for Stage 1.
11.5.4.2 Stabilize at Stage 2 (see Table 3) and acquire data
at Stage 2.
11.5.4.3 Stabilize at Stage 3 (see Table 3) and acquire data
at Stage 3.
11.5.4.4 Stabilize at Stage 4 (see Table 3) and acquire data
at Stage 4.
11.5.4.5 Stabilize at Stage 5 (see Table 3) and acquire data
at Stage 5.
11.5.4.6 Warm up to flush conditions with BC oil.
11.5.5 Double flush to non-reference oil.
11.5.5.1 Age 16-h at Stage Age at Phase I conditions (see
Table 4).
11.5.5.2 Stabilize at Stage 1 (see Table 3) and acquire data
at Stage 1.
 D 6837 – 03
11.5.5.3 Stabilize at Stage 2 (see Table 3) and acquire data
at Stage 2.
11.5.5.4 Stabilize at Stage 3 (see Table 3) and acquire data
at Stage 3.
11.5.5.5 Stabilize at Stage 4 (see Table 3) and acquire data
at Stage 4.
11.5.5.6 Stabilize at Stage 5 (see Table 3) and acquire data
at Stage 5.
11.5.6 Age 80 h at Stage Age Phase II conditions (see Table
4).
11.5.6.1 Stabilize at Stage 1 (see Table 3) and acquire data
at Stage 1.
11.5.6.2 Stabilize at Stage 2 (see Table 3) and acquire data
at Stage 2.
11.5.6.3 Stabilize at Stage 3 (see Table 3) and acquire data
at Stage 3.
11.5.6.4 Stabilize at Stage 4 (see Table 3) and acquire data
at Stage 4.
11.5.6.5 Stabilize at Stage 5 (see Table 3) and acquire data
at Stage 5.
11.5.6.6 Warm up to flush conditions with test oil.
11.5.7 Detergent Flush (BCFHD) to BC.
11.5.7.1 Stabilize at Stage 1 (see Table 3) and acquire data
at Stage 1.
11.5.7.2 Stabilize at Stage 2 (see Table 3) and acquire data
at Stage 2.
11.5.7.3 Stabilize at Stage 3 (see Table 3) and acquire data
at Stage 3.
11.5.7.4 Stabilize at Stage 4 (see Table 3) and acquire data
at Stage 4.
11.5.7.5 Stabilize at Stage 5 (see Table 3) and acquire data
at Stage 5.
11.5.7.6 Shutdown and perform necessary stand mainte-
nance and equipment calibrations before continuing with next
non-reference oil test.
11.5.8 Start-Up and Shutdown Procedures—In accomplish-
ing a routine engine shutdown, disconnect the fuel lines or
close the fuel valves for the fuel supply after the engine has
been shut down. Remove the intake air supply duct.
11.5.8.1 Unscheduled Shutdown and Restart—There are no
scheduled shutdown periods in the test. Continuous operation
is expected from initial warm-up prior to flushing in the BC oil
before test oil through the final testing of the BC oil segment
after the test oil. If an unexpected shutdown does occur, the
maximum allowable downtime per test is 10 h. Only four
unscheduled shutdowns per test are allowed, and the maximum
allowable downtime in any one unscheduled shutdown is 8 h.
Report all shutdowns and the amount of time per shut down in
the downtime occurrence section of the final report (Form 18).
Report all other deviations in test time from Table 5 in the
comment section of the final report (Form 18). Include details
in these comments as to why the deviation occurred and the
total time of the occurrence. If unexpected shutdowns occur,
the following guidelines apply:
Testing Phase Restart and Continuation Procedure
During Stabilization Runs Return to start of current step.
Continue on existing schedule
without deleting any of actual
running stabilization time.
19
During BSFC Measure- Reaccomplish the stabilization run
ment Runs in entirety and acquire all new
BSFC data after the designated
stabilization.
During Oil Flushes or Continue on existing schedule
During Test Oil Aging without deleting any of the
prescribed operating time.
11.5.9 Flying Flush Oil Exchange Procedures—These
flushing procedures involve oil exchanges without stopping the
engine. In all cases, bring the engine to Stage Flush conditions
(see Table 4) before initiating any flush. Flushing checklists are
provided in Annex A5.
11.5.9.1 Detergent Flush, Test Oil to BC Oil—This proce-
dure is intended to remove any residual effects from the
previous oil and is performed when flushing from test oil to BC
oil. A checklist for this detergent flush is shown in Table A5.1.
Accomplish this detergent flush in the following steps:
(1) Heat the BCFHD oil and BC oil external reservoirs
within the range of 93 to 107°C (199.4 to 224.6°F).
(2) Bring the engine to Stage Flush conditions (see Table
4).
(3) Switch external oil system (see Fig. A2.7 and 6.6) to
Flush Mode and allow the engine to draw 6.0 L (6.34 qt) of
BCFHD Oil while 6.0 L (6.34 qt) of oil is being scavenged
from the oil sump. Note that the scavenge pump will draw oil
from the oil sump until the oil level in the dump tank reaches
the 6.0 L (6.34 qt) level and the float level switch in the dump
tank turns off the scavenge pump. When the scavenge pump is
turned off, the solenoids switch so that oil starts circulating to
the engine as the oil sump fills to 6.0 L (6.34 qt). When the oil
level in the sump reaches the full level (6.0 L/6.34 qt), the float
level switch in the oil pan closes the solenoid to the oil
reservoir and the oil then fully circulates to the engine.
(4) Allow the engine to continue running at Stage Flush
conditions for 30 min.
(5) Reaccomplish Step 3 with BCFHD oil.
(6) Allow the engine to continue running at Stage Flush
conditions for 2 h.
(7) With BC oil at the specified temperature for flushing,
switch to the BC oil reservoir and accomplish Step 3 with BC
(flush, fill, run).
(8) Allow the engine to continue running at Stage Flush
conditions for 30 min.
(9) Reaccomplish Step 3 with BC oil.
(10) Allow the engine to continue running at Stage Flush
conditions for 30 min.
(11) Reaccomplish Step 3 with BC oil.
(12) Return the engine to Stage 1 (see Table 3), and follow
stabilization procedure for BSFC measurement with BC oil.
11.5.9.2 Double Flush From BC Oil to Test Oil—This
procedure removes the previous oil and is performed when
flushing from BC oil to test oil. A checklist for this double flush
is shown in Table A5.2. This double flush is accomplished as
follows:
(1) Heat the test oil in the external reservoir within the
range of 93 to 107°C (199.4 to 224.6°F).
(2) Bring the engine to Stage Flush conditions.
(3) Switch the external oil system to Flush Mode and allow
the engine to draw 6.0 L (6.34 qt) of non-reference oil while
 D 6837 – 03
6.0 L (6.34 qt) of oil is being scavenged from the oil sump.
Note that the scavenge pump will draw oil until the level in the
oil dump tank reaches the 6.0 L (6.34 qt) level and the float
level switch in the dump tank turns off the scavenge pump.
When the scavenge pump is turned off, the solenoids switch so
that oil starts recirculating to the engine as the sump fills to 6.0
L (6.34 qt). When the oil level in the sump reaches the full level
(6.0 L/6.34 qt), the float level switch in the oil pan closes the
solenoid to the oil reservoir, and the oil fully recirculates to the
engine.
(4) Allow the engine to continue running at Stage Flush
conditions for 30 min.
(5) Reaccomplish Step 3
(6) Allow the engine to continue running at Stage Flush
conditions for 30 min.
(7) Reaccomplish Step 3
(8) Bring the engine to Stage Age Phase I conditions.
(9) After completing the flush and when Stage Age Phase
I conditions are met, add or drain oil to achieve the engine full
level.
11.5.9.3 Double Flush From BC Oil to BC Oil—This
procedure removes the previous oil and is performed when
flushing from BC oil to BC oil between oil tests. A checklist for
this double flush is shown in Table A5.3. Accomplish this
double flush as follows:
(1) Heat the BC oil in the external reservoir within the
range of 93 to 107°C (199.4 to 224.6°F).
FIG. 1 Data Acquisition Period
20
(2) Bring the engine to Stage Flush conditions.
(3) Switch the external oil system to Flush Mode and allow
the engine to draw 6.0 L (6.34 qt) of BC oil while 6.0 L (6.34
qt) of BC oil is being scavenged from the oil sump. Note that
the scavenge pump will draw oil until the level in the oil dump
tank reaches the 6.0 L (6.34 qt) level and the float level switch
in the dump tank turns off the scavenge pump. When the
scavenge pump is turned off, the solenoids switch so that oil
starts recirculating to the engine as the sump fills to 6.0 L (6.34
qt). When the oil level in the sump reaches the full level 6.0 L
(6.34 qt), the float level switch in the oil pan closes the solenoid
to the oil reservoir, and the oil fully recirculates to the engine.
(4) Allow the engine to continue running at Stage Flush
conditions for 30 min.
(5) Reaccomplish Step 3
(6) Allow the engine to continue running at Stage Flush
conditions for 30 min.
(7) Reaccomplish Step 3
(8) Return the engine to Stage 1, and follow the stabiliza-
tion procedure for BSFC measurement with BC oil.
11.5.10 Test Operating Stages—Table 3 depicts the test
operating conditions for the stages, Table 5 depicts the sched-
ule of operation, and Fig. 1 depicts the method of obtaining
fuel flows and BSFC’s for results comparison.
11.5.10.1 After an engine has been broken in and deemed an
acceptable stand/engine combination by TMC, evaluate non-
reference oils relative to BC oil. This entails comparing the
 D 6837 – 03
total fuel consumed (mass) for aged (16 and 80 h) test oil run
at the five stages with that of the fresh BC oil run before and
after the test oil.
11.5.11 Stabilization to Stage Conditions—After the flying
flush to each oil (BC or test oil) and for the change to each
stage, a stabilization time of 1 h is specified prior to beginning
the BSFC measurement cycle. This time is that which elapses
between initially changing the speed/load/temperature set
points and the beginning of the first BSFC measurement cycle
for that stage. It, therefore, includes the time during which the
temperatures are changing. Manage the speed, load, coolant,
and oil temperature control loops such that the processes are
brought to the desired set points expeditiously.
11.5.12 Stabilized BSFC Measurement Cycle—After the
stabilization period (1 h) has elapsed for each stage, run a
series of 6 BSFC measurements by the cycle which is
described in Fig. 1. During this 30-min period control the
operating conditions for all of the critical parameters as shown
in Table 3. During the BSFC measurement cycle of a test, any
stage may only be restarted one time provided the sixth reading
of the stage has not been completed. Additionally, if the sixth
reading of any stage is completed and a critical parameter
average is out of the specified range, that stage cannot be rerun
and the test is considered invalid. A minimum of 100 data
points are required for speed, load, fuel flow rate, and AFR for
integration during each six of the approximate 2-min (100 to
120-s) data sample intervals. A minimum of a single snap shot
reading of each of the other parameters shown in Table 3 shall
be taken during each 100 to 120 data sample period. BSFC is
calculated for each of the five stages as follows:
~Integrated Fuel Flow! ~9549.3!
5 BSFC in kg/kW·h (3)
~Integrated Load! 3 ~Integrated Speed!
where:
Integrated Speed = (r/min) to one decimal place,
Integrated Load = (N·m) to two decimal places,
and
Integrated Fuel Flow Rate = (kg/h) to three decimal
places.
11.5.12.1 Calculate BSFC measurements as in Eq 3 for each
of the six steps in each stage to four decimal places and record
after rounding (see Practice E 29) the average for each stage to
five decimal places. Calculate the coefficient of variation (C.V.)
of the six BSFC determinations. Due to the low engine
operating speed and low fuel consumption in Stages 2 and 3, it
is recognized that the C.V. for these Stages may tend to be
higher than for Stages 1, 4, and 5.
(1) A test cannot be deemed operationally invalid for high
C.V. alone.
11.5.13 Data Logging—Use of manual data logs is optional.
11.5.14 BC Oil Flush Procedure for BC Oil Before Test
Oil—At the start of test, warm the engine to Stage Flush
conditions (see Table 4) and flush the BC oil into the engine
without shutting the engine down. The sequence of events for
this flush are as follows (see 11.5.9.2 and Table A5.3):
11.5.14.1 Warm engine to Stage Flush.
11.5.14.2 Double flush to BC oil.
11.5.14.3 Proceed with BC oil BSFC data acquisition.
21
11.5.15 BSFC Measurement of BC Oil Before Test Oil—
Run Stages 1 through 5 as detailed in Table 3. Obtain 6 BSFC
measurements at each stage according to the Critical Data
Acquisition Period as detailed in Fig. 1 and 11.5.12.
11.5.15.1 When six data points have been obtained at Stage
1, calculate the coefficient of variation (C.V.) for the mean
BSFC of the six runs.
11.5.16 Test Oil Flush Procedure—After the BC oil before
test oil segment is completed, flush the test oil into the engine
without shutting the engine down. The sequence of events for
this flush are as follows (see 11.5.9.2 and Table A5.2):
11.5.16.1 Double flush to test oil.
11.5.16.2 Proceed with test oil aging.
11.5.17 Test Oil Aging—Run the initial 16 h of aging at the
conditions shown in Table 4, Phase I. This 16-h interval starts
when the double flush procedure is completed. The maximum
allowable off-test-time during Phase I Aging is 2 h. If off-test
time exceeds 2 h, the test is invalid. At the completion of the
Phase I aging, run the first of two fuel economy measurements
on the test oil.
11.5.17.1 Oil Consumption During Aging—Monitor test oil
consumption during the 16-h aging period by observing the
running oil level in the engine oil sight glass. At the completion
of the test oil flush to Phase I aging, adjust the oil level to the
full mark. No oil additions are allowed after the first hour of
aging.
11.5.18 BSFC Measurement of Aged (Phase I) Test Oil—
After Aging Phase I (16 h) has completed run Stages 1 through
5 as detailed in Table 3. Obtain 6 BSFC measurements at each
stage according to the Critical Data Acquisition Period as
detailed in Fig. 1 and 11.5.12.
11.5.19 Aging Phase II—At the completion of this fuel
economy measurement (11.5.18) the test condition shall pre-
cede to Aging Phase II conditions shown in Table 4. Aging
Phase II is complete when 80 h have been run at these
conditions. The maximum allowable off-test-time during Phase
II Aging is 2 h. If off-test time exceeds 2 h, the test is invalid.
11.5.20 Oil Consumption and Sampling—Once the test has
stabilized in Stage No. 1 (oil/coolant temperatures) of the
second fuel economy measurement (after completion of Aging
Phase II), record the oil level. The maximum allowable oil
consumption for reference and non-reference oil tests is 1900
mL (65 oz). If the reference or non-reference test exceeds 1900
mL (65 oz), the test is invalid. After recording the oil level, take
a 120–mL (4–oz) sample from the outlet (top) of the oil heater
for viscosity measurement (see 13.2.10).
11.5.21 BSFC Measurement of Aged (Phase II ) Test Oil—
After Aging Phase II (80 h) has completed run Stages 1 through
5 as detailed in Table 3. Obtain 6 BSFC measurements at each
stage according to the Critical Data Acquisition Period as
detailed in Fig. 1 and 11.5.12.
11.5.22 BC Oil Flush Procedure for BC Oil After Test
Oil—After the test oil segment of the test is completed, flush
BCFHD oil into the engine without shutting the engine down.
11.5.22.1 BCFHD (detergent flush) to BC oil.
11.5.22.2 Proceed with BC oil BSFC data acquisition.
11.5.23 BSFC Measurement of BC Oil After Test Oil—Run
Stages 1 through 5 as detailed in Table 3. Obtain 6 BSFC
 D 6837 – 03
measurements at each stage according to the Critical Data
Acquisition Period as detailed in Fig. 1 and 11.5.12. When the
BC After Test Oil is completed, calculate the BC shift as
follows:
Reference Test: ((RBC1KG-RBC2KG) 4 RBC1KG) 3 100
(See Form 4)
Non-Reference Test: ((BC1KG-BC2KG) 4 BC1KG) 3 100
(See Form 4)
11.5.24 General Test Data Logging Forms—Utilize the
report format shown in Annex A7.
11.5.25 Diagnostic Review Procedures—To ensure test op-
erational validity, a critical review the data at frequent intervals
during the test is recommended. The final review after the test
is completed is only partially effective in identifying problems,
since the indicated data cannot be cross examined by first hand
observation. Early detection of instrumentation errors is essen-
tial and often the record for information parameters (dependent
variables) indicate problem areas involving the primary control
parameters. The following parameter response characteristics
are significant:
11.5.25.1 Stabilization trends,
11.5.25.2 Air fuel ratio stability,
11.5.25.3 Fuel flow stability,
11.5.25.4 Intake manifold vacuum/absolute pressure,
11.5.25.5 Speed,
11.5.25.6 Load, and
11.5.25.7 Exhaust back pressure.
11.5.26 Total Test Length—Total test length for reference
and non-reference oil tests cannot exceed 150 h. Tests exceed-
ing 150 h, are invalid.
12. Determination of Test Results
12.1 FEI1 and FEI2 Calculations:
12.1.1 Calculate the test results as detailed in Table 6.
13. Final Test Report
13.1 Validity Statement—Include a statement pertaining to
the validity of the test at the bottom of the Report Title Page
(Form 1) which is signed by the person responsible for
conducting the test.
13.2 Report Format—For reference oil tests, the standard-
ized report form set and data dictionary for reporting test
results and for summarizing the operational data are required.
The standard ASTM Sequence VIB Test Report forms are
shown in Annex A7.
13.2.1 BC Before Start Date—The BC before start date is
defined as the date when the BC before test oil flush enters into
the engine.
13.2.2 BC Before Start Time—The BC before start time is
defined as the time when the BC before test oil flush enters into
the engine.
13.2.3 Test Oil Start Date—This is defined as the date when
the first non-reference or reference test oil flush enters into the
engine.
13.2.4 Test Oil Start Time—This is defined as the time when
the first non-reference or reference test oil flush enters into the
engine.
22
13.2.5 BC After Test Oil Start Date—The BC after test oil
start date is defined as the date when the BCFDH test oil flush
enters into the engine.
13.2.6 BC After Test Oil Start Time—The BC after test oil
start time is defined as the time when the BCFDH test oil flush
enters into the engine.
13.2.7 Total Engine Hours at End of Test—This is defined
as the cumulative engine hours at the completion of BC After
Test Oil.
13.2.8 Total Test Length—This is defined as the total test
hours accumulated from the BC before start time/date through
the completion of BC After Test Oil Stage 5.
13.2.9 Fuel Batch—This is defined as the batch number for
the most recent batch of fuel which has been put into the fuel
tank (it is recognized that in most cases a fuel tank will not be
completely empty before a new load of fuel is put into the tank,
so the fuel in the tank may actually be a mixture of two or more
batches).
13.2.10 Oil Viscosity Measurement—Measure and report
viscosity determinations at 40°C and 100°C (Form 4) for New
Oil and for Aged (Phase II) Oil. Make the viscosity determi-
nations according to Test Method D 445.
13.2.11 Use of SI Units—Report all results in (SI) units.
Follow the rules for conversion of inch-pound units to SI units
as described in IEEE/ASTM SI-10.
13.2.12 Precision of Reported Units—Use Practice E 29 for
rounding off data. Use the rounding-off method to report data
to the required precision.
13.3 Data Dictionary—The Data Dictionary is available
from the TMC (see Annex A7).
13.4 Off-Test-Time—This is defined as the time when the
test is not operating at the scheduled test conditions, but
shutting down the engine is not required.
14. Precision and Bias
14.1 Precision—Test precision is established on the basis of
reference oil test results (for operationally-valid tests) moni-
tored by the TMC. The data are reviewed semi-annually by the
Sequence VI/VIB Surveillance Panel. Contact the TMC for
current industry data. Precision data for non-reference oils are
reviewed semi-annually by the ASTM Sequence VIB Surveil-
lance Panel.
14.1.1 Test precision as established for the official accep-
tance of this procedure is shown in Table 8.
NOTE 7—Contact the TMC for up-to-date data.
14.1.2 Intermediate Precision (formerly called repeatabil-
ity) Conditions—Conditions where test results are obtained
with the same test method using the same test oil, with
TABLE 8 Sequence VIB Reference Oil Precision StatisticsA
Variable Intermediate Precision Reproducibility
si.p.B i.p. SRB R
Fuel Economy Improvement, %
at 16 h 0.22 0.616 0.24 0.672
at 80 h 0.21 0.588 0.25 0.700
A
These statistics are based on results obtained on Test Monitoring Reference
Oils 1006, 1007, and 1008.
B
s = standard deviation.
 D 6837 – 03
changing conditions such as operators, measuring equipment,
test stands, test engines, and time.
14.1.2.1 Intermediate Precision Limit (i.p.)—The difference
between two results obtained under intermediate precision
conditions that would in the long run, in the normal and correct
conduct of the test method, exceed the values shown in Table
8 in only one case in twenty.
14.1.3 Reproducibility Conditions—Conditions where test
results are obtained with the same test method using the same
test oil in different laboratories with different operators using
different equipment.
14.1.3.1 Reproducibility Limit (R)—The difference between
results obtained under reproducibility conditions that would, in
the long run, in the normal and correct conduct of the test
method, exceed the values in Table 8 in only one case in
twenty.
14.2 Validity—The following guidelines provide a basis for
judgements regarding the validity or validity of test results.
The TMC administers reference test requirements utilizing
these and other guidelines. The results are valid only when all
details of the procedure are followed and when the test is
conducted on a TMC calibrated test stand. Good engineering
practice shall be followed in all aspects of the test procedure.
Unexpected deviation in the controlled test parameters are to
be judged according to the applicable guidelines established in
14.2.2. Beyond these guidelines, good engineering judgement
shall be applied in all unforeseen circumstances to protect the
validity of the test results. If anomalies exist within the data
generated during a test and are not addressed within this
procedure, they shall be documented in the test report (Form
18).
ANNEXES
(Mandatory Information)
A1. THE ROLE OF THE ASTM TEST MONITORING CENTER AND THE CALIBRATION PROGRAM
A1.1 Nature and Functions of the ASTM Monitoring
Center (TMC)
A1.1.1 The TMC3 is a non-profit organization located in
Pittsburgh, Pennsylvania and is staffed to administer engineer-
ing studies; conduct laboratory visits; perform statistical analy-
ses of reference oil test data; blend, store, and ship reference
oils; and provide the associated administrative functions to
maintain the referencing calibration program for various lubri-
cant tests as directed by Subcommittee D02.B and the Test
Monitoring Board. The TMC coordinates its activities with the
test sponsors, the test developers, the surveillance panels, and
the testing laboratories.
A1.2 Rules of Operation of the ASTM TMC
A1.2.1 The TMC operates in accordance with the ASTM
Charter, the ASTM Bylaws, the Regulations Governing ASTM
Technical Committees, the Bylaws Governing ASTM Commit-
tee D02, and the Rules and Regulations Governing the ASTM
Test Monitoring System.
23
14.2.1 Test Stand Calibration Status—The essential require-
ments of 10.1 provide the basis for official recognition of test
stand calibration.
14.2.2 Validity Interpretation of Deviant Operational
Conditions—In the general case, engineering judgement at the
laboratory governs the validity acceptance of tests having
deviant operational history. The TMC is involved in this
process for tests conducted using reference oils and is available
for consultation for tests conducted on non-reference oils.
Averages of critical parameters (speed, load, exhaust back
pressure, engine oil gallery temperature, engine coolant in
temperature, intake air temperature, fuel to fuel rail tempera-
ture, and AFR), taken as sets of six 5-min readings at test
Stages 1 through 5 which do not meet procedural specifica-
tions, will invalidate a test if the BSFC values from such
deviant blocks of data are used in the final computation of the
results. Excursions during the six passes which make up the
average are acceptable as long as the average is within
procedural limits.
14.3 Bias—Bias is determined by applying an acceptable
statistical technique to reference oil test results and when a
significant bias is determined, a severity adjustment is permit-
ted for non-reference oil test results.
15. Keywords
15.1 aged test oil; brake specific fuel consumption; break-
in; calibration oil; flying flush; fuel economy; reference oil;
sequence VIB; spark-ignition automotive engine
A1.3 Management of the ASTM TMC
A1.3.1 The management of the Test Monitoring System is
vested in the Test Monitoring Board (TMB) elected by Sub-
committee D02.B. The TMB selects the TMC Administrator
who is responsible for directing the activities of the TMC staff.
A1.4 Operating Income of the ASTM TMC
A1.4.1 The TMC operating income is obtained from fees
levied on the reference oils supplied and on the calibration tests
conducted. Fee schedules are established and reviewed by
Subcommittee D02.B.
A1.5 Conducting a Reference Oil Test
A1.5.1 For those laboratories which choose to utilize the
services of the TMC in maintaining calibration of test stands,
full-scale calibration testing shall be conducted at regular
intervals. These full-scale tests are conducted using coded
reference oils supplied by the TMC. It is a laboratory’s
 D 6837 – 03
responsibility to keep the on-site reference oil inventory at or
above the minimum level specified by the TMC test engineers.
A1.5.2 When laboratory personnel decide to run a reference
calibration test, they shall request an oil code from the
cognizant TMC engineer. Upon completion of the reference oil
test, the data shall be sent in summary form (use TMC-
acceptable forms) to the TMC by telephone facsimile trans-
mission, or some other method acceptable to the TMC. The
TMC will review the data and contact the laboratory engineer
to report the laboratory’s calibration status. All reference oil
tests, whether aborted, invalidated, or successfully completed,
shall be reported to the TMC. Subsequent to sending the data
in summary form to the TMC, the laboratory is required to
submit to the TMC the written test report specified in the test
method.
A1.6 New Laboratories
A1.6.1 Laboratories wishing to become part of the ASTM
Test Monitoring System will be requested to conduct reference
oil tests to ensure that the laboratory is using the proper testing
techniques. Information concerning fees, laboratory inspection,
reagents, testing practices, appropriate committee membership,
and rater training can be obtained by contacting the TMC
Administrator at:
ASTM Test Monitoring Center
6555 Penn Avenue
Pittsburgh, PA 15206-4489
A1.7 Introducing New Sequence VIB Reference Oils
A1.7.1 The calibrating reference oils produce various fuel
economy results. When new reference oils are selected, mem-
ber laboratories will be requested to conduct their share of tests
to enable the TMC to establish the proper industry average and
test acceptable limits. The ASTM D02.B0.01 Sequence VIB
Surveillance Panel will require a minimum number of tests to
establish the industry average and test acceptance targets for
new reference oils.
A1.8 TMC Information Letters
A1.8.1 Occasionally it is necessary to change the procedure,
and notify the test laboratories of the change, prior to consid-
eration of the change by either Subcommittee D02.B0 on
Automotive Lubricants, or ASTM Committee D02 on Petro-
leum Products and Lubricants. In such a case, the TMC will
issue an Information Letter. Information Letters are balloted by
A2. DETAILED SPECIFICATIONS AND DRAWINGS OF APPARATUS
A2.1 Fig. A2.1 through Fig. A2.24 present the detailed
specifications and drawings of apparatus.13
13
The sole source of supply of the SS fittings known to the committee at this
time is Arthur Valve & Fitting Company, 5402 Grissom Road, San Antonio, TX
78238. If you are aware of alternative suppliers, please provide this information to
ASTM International Headquarters. Your comments will receive careful consider-
ation at a meeting of the responsible technical committee,1 which you may attend.
24
Subcommittee D02.B0. By this means, the Society due process
procedures are applied to these Information Letters.
A1.8.2 The review of an Information Letter prior to its
original issue will differ according to its nature. In the case of
an Information Letter concerning a part number change which
does not affect test results, the TMC is authorized to issue such
a letter. Long-term studies by the Surveillance Panel to
improve the test procedure through improved operation and
hardware control may result in a recommendation to issue an
Information Letter. If obvious procedural items affecting test
results need immediate attention, the test sponsor and the TMC
will issue an Information Letter and present the background
and data to the Surveillance Panel for approval prior to the
semiannual Subcommittee D02.B0 meeting.
A1.8.3 Authority for the issuance of Information Letters
was given by the committee on Technical Committee Opera-
tions in 1984, as follows: “COTCO recognizes that D02 has a
unique and complex situation. The use of Information Letters
is approved providing each letter contains a disclaimer to the
affect that such has not obtained ASTM consensus. These
Information Letters should be moved to such consensus as
rapidly as possible.”
A1.8.4 Information Letters pertaining to this procedure
issued prior to 02–1 are incorporated into this test method. A
listing of such Information Letters, and copies of the letters,
may be obtained from the TMC. Information Letters issued
subsequent to this date may also be obtained from the TMC.
A1.9 TMC Memoranda
A1.9.1 In addition to the aforementioned Information Let-
ters, supplementary memoranda are issued. These are devel-
oped by the TMC, and distributed to the Sequence VIB
Surveillance Panel and to participating laboratories. They
convey such information as batch approvals for test parts or
materials, clarification of the test procedure, notes and sugges-
tions of the collection and analysis of special data that the TMC
may request, or for any other pertinent matters having no direct
effect on the test performance, results, or precision and bias.
A1.10 Precision Data
A1.10.1 The TMC determines the current Sequence VIB
test precision by analyzing results of calibration tests con-
ducted on reference oils. Current precision data can be ob-
tained from the TMC.
 D 6837 – 03

FIG. A2.1 Engine Cooling System

25
 D 6837 – 03

FIG. A2.2 Typical Engine System in Air-To-Close Configuration

26
 D 6837 – 03

FIG. A2.3 Alternative Engine System Configuration

27
 D 6837 – 03

FIG. A2.4 Engine Cooling System (Front View)

28
 D 6837 – 03

FIG. A2.5 Engine Cooling System (Back View)

29
 D 6837 – 03

FIG. A2.6 Water Pump Plate

30
 D 6837 – 03

FIG. A2.7 External Oil System

31
 D 6837 – 03

FIG. A2.8 External Oil System (Front and Back)

32
 D 6837 – 03

FIG. A2.9 Typical Oil Dump Tank

33
 D 6837 – 03

FIG. A2.10 Sequence VIB Pan Modifications

34
 D 6837 – 03

FIG. A2.11 Sequence VIB Pan Modifications

35
 D 6837 – 03

FIG. A2.12 Sequence VIB Oil Pan Baffle

36
 D 6837 – 03

FIG. A2.13 Template for Oil Pan Connections

37
 D 6837 – 03

FIG. A2.14 Thermocouple in Oil Heater

38
39
D 6837 – 03

FIG. A2.15 Oil Filter Adapter Assembly

 D 6837 – 03

FIG. A2.16 Oil Pan Float Switch

40
 D 6837 – 03

FIG. A2.17 Typical Fuel System

41
 D 6837 – 03

FIG. A2.18 Intake Air Cleaner Assembly

42
 D 6837 – 03

FIG. A2.19 Laboratory Exhaust System

43
 D 6837 – 03

FIG. A2.20 Exhaust Back Pressure Probe

44
 D 6837 – 03

FIG. A2.21 Thermostat Orifice Plate

45
 D 6837 – 03

FIG. A2.22 Crankcase Pressure and Blow-by Ventilation System

46
 D 6837 – 03

FIG. A2.23 Blow-by Removal System and Crankcase Pressure Control Setup

47
 D 6837 – 03

FIG. A2.24 Oil Level Measurement Setup

A3. OIL HEATER CERROBASE REFILL PROCEDURE

A3.1 The cylinder that holds the Cerrobase, Chromalox
heater element, and thermocouple is called the cartridge. Take
the cartridge out of its insulated case at the engine by backing
out six 3⁄8-16 by 7⁄8 hex head screws. Hold the cartridge upright
in a vise at the work bench.
A3.2 Remove the cable cover and cable connections at the
heater element. It is a good idea to make a sketch of the cable
connections and shorting bars because this arrangement is not
always the same. Remove two 1⁄8 NPT pipe plugs at the top of
the cartridge so the Cerrobase chamber will be fully vented to
atmosphere.
A3.3 Using an acetylene torch, play it on all accessible
surfaces of the cartridge until the Cerrobase is completely
melted. The Cerrobase shall be liquid. Check with a preheated
welding rod through one of the 1⁄8 NPT holes. Put a wrench on
the 3-in. hex flat and try to remove the heater element from the
cartridge. Again, be sure the Cerrobase is completely melted
before screwing out on the 3 in. hex. Cerrobase melts at 255°F.
Don’t force the hex. Keep heating the cartridge and pumping
the wrench until the heater element can be backed out of the
cartridge.
A3.4 After removing the heater element, lay it aside and

48
 D 6837 – 03
pour the melted Cerrobase out of the cartridge into a suitable,
dry receiver. Keep heat on the cartridge and be sure it is
completely empty of Cerrobase and oxide. Clean all surfaces of
the cartridge thoroughly by heating and wire brushing.
A3.5 Hold the heater element in a vise across the hex flats.
Remove the thermocouple. Play the torch along the heater
elements and wire brush, as necessary, to remove oxide.
A3.6 Replace the cartridge in the vise and heat it with a
torch. If the Cerrobase is clean and bright, reuse it. In any case,
melt 8.5 lb of Cerrobase, enough to fill the cartridge about
two-thirds full. A good way to melt the Cerrobase is to hold the
ladle in a vise. Heat the ladle and Cerrobase until melted,
remembering to put occasional heat on the cartridge to keep
Cerrobase in the cartridge liquid. Pour from the ladle carefully
to avoid splashing. Avoid thermal shock by keeping all parts
coming into contact with Cerrobase well heated.
A3.7 Preheat the heater element and immerse it in the
liquid Cerrobase. Pull up on the 3 in. hex to secure the
assembly. Screw the heater funnel into one of the 1⁄8 NPT holes.
The heater funnel is made up of a heavy wall funnel welded to
a 3 in. long, 1⁄8-in. pipe nipple.
NOTE A3.1—Do not over-torque the 3 in. hex because differential
contraction can lock the hex.
A3.8 Keep playing the torch on the cartridge while working
and when the heater funnel has been screwed in place, heat it
also. Finish filling the cartridge with Cerrobase. Look through
A4. ENGINE PART NUMBER LISTING
A4.1 Table A4.1 lists the new parts required for each new
engine and Table A4.2 lists other specified engine parts.
TABLE A4.1 New Parts Required for Each New Engine
Part Name
Gasket, camshaft cover (R.H.)
Gasket, camshaft cover (L.H.)
Gasket, intake manifold to
cylinder head (2 required)
Gasket, oil filter adapter
Gasket, oil pan
Gasket, thermostat housing (O-ring)
Gasket, throttle body adapter
Gasket, throttle body
Gasket, EGR
Gasket, idle air control valve
Gasket, water pump
Spark plugs
49
the open 1⁄8 NPT hole to see the Cerrobase liquid level and pour
Cerrobase through the funnel until the liquid level is within
2.250 and 2.375 in. of the top of the plug. As shown on
TD-428, this will leave expansion space for the Cerrobase in
the cartridge. If the cartridge should be overfilled use the
following technique to remove Cerrobase.
A3.8.1 Cool a piece of welding rod in ice water. Wipe the
rod completely dry and immerse it in the Cerrobase. Pull it out.
Some Cerrobase will have solidified and frozen to the rod.
Slide Cerrobase off the rod and repeat as necessary to get the
liquid level to within 1⁄4 in. of the plug.
A3.9 Use a new thermocouple. Thread eleven heat insula-
tion beads on the thermocouple. Check the Cerrobase with
welding rod to be sure it is liquid. Preheat the thermocouple
and push it into the Cerrobase through the center, 0.250-in.
diameter drilled hole. The eleven beads will serve as a gage to
determine immersion depth of the thermocouple. Ensure the
0.250-in. hole is clean. In the final assembly clearance between
this hole and the thermocouple will be the only vent between
the Cerrobase and atmosphere. Tie the thermocouple down,
otherwise, the thermocouple will float out of the liquid Cerro-
base.
A3.10 Let the cartridge cool to room temperature. Remove
the heater funnel and install two 1⁄8 NPT pipe plugs. Connect
the cable and shorting bars in their original arrangement.
Replace the thermocouple connector and cable cover. Reinstall
the cartridge in its insulated case at the engine.
Part No.
F1AZ-6584-A
F1AZ-6584-B
F1AZ-9461-A
F1AZ-6840-A
F1AZ-6710-A
F1VY-8255-A
F1AZ-9H486-A
F1AZ-9E936-A
GAZ-90476-B
E83T8F760
F1VY-8507-A
AWSF 32C or 32P
 D 6837 – 03
TABLE A4.2 Other Specified Engine Parts
Part Name Part No.
Harmonic Balancer F1AZ-6316-AA
Oil Pan F1AZ-6675-AB
Intake Manifold F1AZ-9424-CB,C
or F1AE-9424
or F1AE-9425
Camshaft Cover (R.H.) F1AZ-6582-AA
Camshaft Cover (L.H.) F1AZ-6582-BA
Thermostat Housing F1VY-8592-AB
or F1AE-8594B,C
Oil Filter Adapter F1AZ-6881B,C
or F1AE-6881B,C
or F1AE-6884B,C
Camshaft Positioner Sensor (CMP) F1AZ-6B288-AA
Crankshaft Position Sensor (CKP) F1AZ-6C315-AA
Water Temperature Indicator Sender F1SZ-10884-A
or F1SF-10884
Throttle Position Sensor (TP) F2AZ-9B989-A
or F2AF-9B989
Engine Coolant Temperator Sensor F2AZ-12648-A
or F2AF-12A648
Heated Exhaust Gas Oxygen Sensor FOTZ-9F472C
Air Charge Temperature (ACT) Sensor F2DZ-12A697C
Mass Air Flow Sensor F2VF-12B579C
Ignition Coil (R.H.) F1VY-12029A
or F1VU-12029A
Ignition Coil (L.H.) F3VU-12029A
or F5LU-12029A
Ignition Coil Bracket (R.H.) F1AZ-12257A
Ignition Coil Bracket (L.H.) F3AZ-12257A
Ignition Wires F3PZ-12259-C
Ignition Control Module (ICM) F1AZ-12K072-A
or F1AF-12K072
Fuel Injectors FOTZ-9F593C
Fuel Rail F2AZ-9F792-AC
or F2AE-9F792C
Fuel Pressure Regulator E6AZ-9C968C
or E7DE-9C968C
Air Cleaner Outlet Tube F2AZ-9B659
Air Cleaner Outlet Tube Clamp F2AZ-9A624-A
Crankcase Ventilation Tube F1AZ-6C324-A
Engine Air Cleaner Assembly F2AZ-9600
Air Cleaner Element E5TZ-9601
Resonator Box F2AE-9R504
Throttle Body F2AZ-9E926C
or F2AE-9E926C
Throttle Body Adapter F2AE-9A589C
Engine Wiring Harness OHT6A-001-01
Engine Control Module OHT6A-002-1, ECM/EEC
Special EPROM Included in above
Exhaust Mainfold (R.H.) F1AZ-9430-B
Exhaust Manifold (L.H.) F1AZ-9431-B
Engine Flywheel F6ZZ-6375-AB
Engine Mounts (R.H.) DTSC-80-128-1
Engine Mounts (L.H.) DTSC-80-126-1
Engine Mount Isolators DTSC-40-132-1
A
Supplied with engine.
B
Required modification.
C
Shall be purchased from CPD.

A5. FLYING FLUSH CHECKLISTS

A5.1 Tables A5.1-A5.3 are examples of flying flush check- the double flush to test oil checklist; and Table A5.3 is the
lists; Table A5.1 is the detergent flush checklist; Table A5.2 is double flush to BC oil checklist.

50
 D 6837 – 03
TABLE A5.1 Detergent Flush Checklist, BC After Test Oil

NOTE—Detergent flush with flush oil, then flush to BC.

Standard Checklist for Detergent Flush
[ ] Set 1500/98/105/125A until oil temperature is at 125°C (257°F)
[ ] Set 1500 r/min//98 N·m load
[ ] F/FB to BCFHDC, time
[ ] Set 1500/98/105/125A
[ ] Run 30 min (until )
[ ] Set 1500 r/min//98 N·m load
[ ] F/FB to BCFHDC, time
[ ] Set 1500/98/105/125A
[ ] Run 2 h (until )
[ ] Set 1500 r/min//98 N·m load
[ ] F/FB to BC Oil, time
[ ] Set 1500/98/105/125A
[ ] Run 30 min (until time)
[ ] Set 1500 r/min//98 N·m load
B
[ ] F/F to BC Oil, time
[ ] Set 1500/98/105/125A
[ ] Run 30 min (until time)
[ ] Set 1500 r/min//98 N·m loadA
[ ] F/FB to BC Oil, time
[ ] Continue with routine test operating checklist
A
This designation represents speed (r/min), load (N·m), coolant inlet tempera-
ture (°C), oil gallery temperature (°C) in all places where it appears in this checklist.
English equivalent is (1500 r/min, 72.3 lbf-ft, 221°F, 257°F).
B
Designation for Flush/Fill procedure in which: (a) 6.0 L (6.34 qt) of oil are
flushed in while; (b) 6.0 L (6.34 qt) of sump oil is scavenged out.
C
Designation for Flush Oil, ASTM BCFHD.

TABLE A5.2 Double Flush to Test Oil Checklist

Standard Checklist for Double Flush
[ ] Set 1500/98/105/125A until oil temperature is at 125°C (257°F)
[ ] Set 1500 r/min//98 N·m load
[ ] F/FB to Oil, time
[ ] Set 1500/98/105/125A
[ ] Run 30 min (until time)
[ ] Set 1500 r/min//98 N·m load
[ ] F/FB to Oil, time
[ ] Set 1500/98/105/125A
[ ] Run 30 min (until time)
[ ] Set 1500 rpm/98 N·m loadA
B
[ ] F/F to Oil, time
[ ] Establish proper sump level with oil
[ ] Continue with routine test operating checklist
A
This designation represents speed (r/min), load (N·m), coolant inlet tempera-
ture (°C), oil gallery temperature (°C) in all places where it appears in this checklist.
English equivalent is (1500 r/min, 72.3 lbf-ft, 221°F, 257°F).
B
Designation for Flush/Fill procedure in which: (a) 6.0 L (6.34 qt) of oil are
flushed in while; (b) 6.0 L (6.34 qt) of sump oil is scavenged out.

51
 D 6837 – 03
TABLE A5.3 Double Flush to BC Oil Checklist

NOTE—Double Flush to BC Oil Prior to Test Oil

Standard Checklist for Double Flush
[ ] Set 1500/98/105/125A until oil temperature is at 125°C (257°F)
[ ] Set 1500 r/min/98 N·m load
[ ] F/FB to BC Oil time
[ ] Set 1500/98/105/125A
[ ] Run 30 min (until time)
[ ] Set 1500 r/min/98 N·m load
[ ] F/FB to BC Oil, time
[ ] Set 1500/98/105/125A
[ ] Run 30 min (until time)
[ ] Set 1500 rpm/98 N·m loadA
[ ] F/FB to BC Oil, time
[ ] Establish proper sump level with oil
[ ] Continue with routine test operating checklist
A
This designation represents speed (r/min), load (N·m), coolant inlet tempera-
ture (°C), oil gallery temperature (°C) in all places where it appears in this checklist.
English equivalent is (1500 r/min, 72.3 lbf-ft, 221°F, 257°F).
B
Designation for Flush/Fill procedure in which: (a) 6.0 L (6.34 qt) of oil are
flushed in while; (b) 6.0 L (6.34 qt) of sump oil is scavenged out.

A6. SAFETY PRECAUTIONS

A6.1 General Information
A6.1.1 The operating of engine tests can expose personnel
and facilities to a number of safety hazards. It is recommended
that only personnel who are thoroughly trained and experi-
enced in engine testing should undertake the design, installa-
tion, and operation of engine test stands.
A6.1.2 Each laboratory conducting engine tests should have
their test installation inspected and approved by their Safety
Department. Personnel working on the engines should be
provided with the proper tools, be alert to common sense safety
practices, and avoid contact with moving or hot engine parts, or
both. Guards should be installed around all external moving or
hot parts. When engines are operating at high speeds, heavy
duty guards are required and personnel should be cautioned
against working alongside the engine and coupling shaft.
Barrier protection should be provided for personnel. All fuel
lines, oil lines, and electrical wiring should be properly routed,
guarded, and kept in good order. Scraped knuckles, minor
burns, and cuts are common if proper safety precautions are not
taken. Safety masks or glasses should always be worn by
personnel working on the engines and no loose or flowing
clothing shall be worn near running engines.
A6.1.3 The external parts of the engine and the floor area
around the engines should be kept clean and free of oil and fuel
spills. In addition, the working areas should be free of all
tripping hazards. In case of injury, no matter how slight, first
aid attention should be applied at once and the incident
reported. Personnel should be alert for leaking fuel or exhaust
gas. Leaking fuel represents a fire hazard and exhaust gas
fumes are noxious. Containers of oil or fuel cannot be
permitted to accumulate in the testing area.
A6.1.4 The test installation should be equipped with a fuel
shut-off valve which is designed to automatically cut off the
fuel supply to the engine when the engine is not running. A
remote station for cutting off fuel from the test stand is
recommended. Suitable interlocks should be provided so that
the engine is automatically shut down when any of the
following events occur: dynamometer loses field current,
engine overspeeds, engine oil pressure is lost, exhaust system
fails, room ventilation fails, or the fire protection system
activates. Consider an excessive vibration pick-up interlock if
equipment operates unattended. Fixed fire protection equip-
ment should be provided.
A6.1.5 ASTM Sequence Tests use chemicals to clean en-
gines between tests. Some of these chemicals require that
personnel wear face masks, dust breathers, and gloves as
exothermic reactions are possible. Emergency showers and
face rinse facilities should be provided when handling such
materials.
A6.2 Physical and Chemical Hazards List
A6.2.1 Physical Hazards:
A6.2.1.1 Hot engine parts, exhaust pipe
A6.2.1.2 Rotating engine/test stand parts (belts, pulleys,
shafts)
A6.2.1.3 Electrical shock
A6.2.1.4 Noise
A6.2.2 Chemical and Materials Hazards:
A6.2.2.1 Gasoline—(Unleaded):
(1) Extremely flammable. Vapors harmful if inhaled. Va-
pors may cause flash fire.
(2) Keep away from heat, sparks, and open flames.
(3) Keep containers closed; use positive shut off valves on
fuel lines.
(4) Use with adequate ventilation.
(5) Avoid buildup of vapors and eliminate all sources of
ignition, especially non-explosion proof electrical apparatus
and heaters.
(6) Avoid prolonged breathing of vapor.
(7) Avoid prolonged or repeated skin contact.
A6.2.2.2 Organic Solvent (Penmul L460):
(1) Before opening the container, relieve pressure. Keep
the container tightly closed when not in use.

52
 D 6837 – 03
(2) Store at moderate temperatures and keep away from
heat, sparks, open flame, and strong oxidizing agents.
(3) Use dry chemical, foam or CO2 as extinguishing media.
(4) Use safety glasses and impervious gloves when han-
dling.
(5) Use respiratory hydrocarbon vapor canister in enclosed
areas.
(6) Use only if adequate ventilation is available.
(7) Avoid contact with eyes, skin, and clothing.
A6.2.2.3 Aliphatic Naphtha (Stoddard Solvent):
(1) Combustible vapor harmful if inhaled.
(2) Keep away from heat, sparks, open flame.
(3) Use with adequate ventilation.
(4) Avoid breathing vapor or spray mist.
(5) Use water spray, dry chemical, foam, or CO2 as
extinguishing media.
(6) Avoid prolonged or repeated contact with skin.
A6.2.2.4 Cooling System Cleanser:
(1) Store at moderate temperatures. Keep container closed
until used.
(2) Use water spray, dry chemical, foam, or CO2 as
extinguishing media.
(3) Use safety glasses and impervious gloves when han-
dling.
(4) Use respiratory protection in absence of proper envi-
ronmental control.
(5) Use only if adequate ventilation is available.
(6) Avoid contact with eyes, skin, and clothing.
A6.2.2.5 Oxalic Acid (Cooling System Cleanser):
(1) Toxic substance. Avoid contact with eyes, skin, and
clothing.
(2) Do not inhale dust.
(3) Keep away from feed or food products.
A6.2.2.6 New and Used Oil Samples:
(1) Store at moderate temperatures and keep away from
extreme heat, sparks, open flame, and oxidizing agents.
(2) Use dry chemical, foam, or CO2 as extinguishing
media.
(3) Use safety glasses and impervious gloves when han-
dling.
(4) Avoid contact with eyes, skin, and clothing.
A6.2.2.7 Used Oil Samples Only—Since used oils contain
compounds that were not originally present in the new oil,
stringently follow the Materials Safety Data Sheet’s guidelines
for all components present.
NOTE A6.1—In addition to other precautions, note that continuous
contact with used automotive engine oils has caused skin cancer in
laboratory mice.

A7. SEQUENCE VIB TEST REPORT FORMS AND DATA DICTIONARY

NOTE A7.1—The actual report forms and data dictionary must be FORM 12 General Parameter Summary—BC After Test Oil
downloaded separately from the ASTM TMC Web Page at http:// FORM 13 Critical Parameter Summary—Stage 1
astmtmc.cmu.edu/ or can be obtained in hardcopy format from the TMC. FORM 13A Critical Parameter Summary—Stage 1
FORM 14 Critical Parameter Summary—Stage 2
FORM 1 Test Repot Cover
FORM 14A Critical Parameter Summary—Stage 2
FORM 2 Table of Contents
FORM 15 Critical Parameter Summary—Stage 3
FORM 3 Summary of Test Method
FORM 15A Critical Parameter Summary—Stage 3
FORM 4 Test Result Summary—Non-reference and
FORM 16 Critical Parameter Summary—Stage 4
Reference Oil
FORM 16A Critical Parameter Summary—Stage 4
FORM 5 Operational Data Analysis
FORM 17 Critical Parameter Summary—Stage 5
FORM 6 Operational Data Analysis
FORM 17A Critical Parameter Summary—Stage 5
FORM 7 General Parameter Listing—16 Hour Aging
FORM 18 Supplemental Operational and
FORM 8 General Parameter Listing—80 Hour Aging
Maintenance Record
FORM 9 General Parameter Summary—BC Before Test Oil
FORM 19 Used Oil Analysis
FORM 10 General Parameter Summary—Test Oil Phase I
FORM 11 General Parameter Summary—Test Oil Phase II

A8. STATISTICAL EQUATIONS FOR MEAN AND STANDARD DEVIATION

A8.1 Equations where:

1 n n = total number of data pairs, and
mean 5 n ( [Yi~standard! 2 Zi~reading!# (A8.1) df = degrees of freedom = n-1.
i51

Œ
n
(
i51
[~Yi 2 Zi! 2 mean#2
standard deviation 5 df (A8.2)

53
 D 6837 – 03
A9. OIL SUMP FULL LEVEL/OIL SIGHT GLASS CALIBRATION PROCEDURE
A9.1 Determining the Oil Sump Full Level
A9.1.1 Verify engine orientation on the test stand:
A9.1.1.1 Side to side engine mounting (0.0 6 0.5°),
A9.1.1.2 Engine flywheel friction faceplate (3.6 6 0.5°),
and
A9.1.1.3 U-joint angle no greater than 2.0° in the vertical
and 0.0° in the horizontal.
A9.1.2 Charge the engine with 6.0 L (6.34 qt) of BC oil.
A9.1.3 Start the engine and bring to stage 5 conditions.
Stabilize for 15 min.
A9.1.4 Shut engine down.
A9.1.5 Remove the oil from the engine using the scavenge
pump.
A9.1.6 Disconnect all lines from the oil pan and allow to
gravity drain.
A9.1.7 Connect the complete external oil system, including
the engine oil filter, in series and in the same direction as
normal oil flow. Use extra lines if needed to connect the engine
oil filter into the complete system.
A9.1.8 Set the 3-way control valve (TCV-144) so that
100 % of the flow is through the heat exchanger (HX-60).
A9.1.9 Connect and purge air through the external oil flush
system (step 7) using a minimum of 20 psi. (Warning—
Recirculating oil pump shaft shall be locked to avoid damage)
A9.1.10 Flow air through the external oil flush system (step
7) until most of the oil has been purged from the system.
A9.1.11 Cycle the 3-way control valve (TCV-144) a few
times to ensure oil is purged from the bypass section of the heat
exchanger (HX-6).
A9.1.12 Disconnect air supply.
A9.1.13 Connect stoddard solvent flush system to the exter-
nal oil flush system (step 7).
A9.1.14 Circulate stoddard solvent (minimum of 8 L)
through the external oil flush system (step 7) for a minimum of
30 min.
A9.1.15 Cycle the 3-way control valve (TCV-144) a few
times to ensure oil is purged from the bypass section of the heat
exchanger (HX-6).
A9.1.16 Disconnect the stoddard solvent flush system and
drain the solvent from the external oil flush system.
A9.1.17 Connect and purge air through the external oil flush
system (step 7) for minimum of 1 h using a minimum of 20 psi.
The 3-way control valve (TCV-144) shall be set so that 100 %
A10. FUEL INJECTOR EVALUATION
A10.1 Fuel Injector Test Rig—A suitable device capable of
accurate, repeatable flow measurement of port fuel injectors is
required. This device shall be capable of performing necessary
port fuel injector evaluations as outlined in A10.2. Since no
suitable commercially available apparatus has been identified,
design of the test rig is up to the laboratory. Flow test the
injectors using Stoddard Solvent as the test fluid.
54
of the flow is through the heat exchanger (HX-6) for most of
the hour. Cycle the 3-way control valve (TCV-144) a few times
during the hour to ensure the stoddard solvent has been flushed
from the bypass section of the heat exchanger (HX-6).
A9.1.18 Individually check, and purge with air if necessary,
the heat exchanger (HX-6), oil heater, circulating oil pump, and
oil filters to ensure all the stoddard solvent has been removed.
A9.1.19 Measure 6.0 L (6.34 qt) of BC oil and pour into
engine.
A9.1.20 Start engine and ramp to Phase I Aging test
conditions.
A9.1.21 Once stabilized at the above conditions, mark the
level on the sight glass (A2.24) and consider this as the Oil
Sump Full Level.
A9.2 Oil Pan Sight Glass Calibration
A9.2.1 With the proper full mark established on the oil pan
sight glass tube and the engine running at Phase I aging
conditions drain 200 mL of oil from the engine at the outlet
(top) of the oil heater. Allow a few minutes for the system to
stabilize, then mark the sight glass (-200 mL).
A9.2.2 Repeat above in increments of 200 mL until a total
of 2000 mL has been removed from engine. Mark the sight
glass in increments of 200 mL. Any additional marks below the
2000 mL are optional.
A9.2.3 Return the 2000 mL of oil with engine running at
Phase I aging conditions, allow the system to stabilize a few
minutes. The oil level should now be at the original full mark
on the sight glass. Repeat the calibration procedure if the level
does not return to the original sight glass full mark.
A9.2.4 Determine the oil level in the oil pan using a level
made of Tygon tubing filled with water. Use the full mark on
the oil sight glass as the reference point.
A9.2.5 Mark the oil level on the outside of the oil pan with
a paint marker.
A9.2.6 The paint mark on the oil pan shall be approximately
located 38 mm to the rear of the second oil pan bolt (second
from the rear of the oil pan) and lined up with the front edge
of the oil pan gasket locating tab.
A9.2.7 Measure the distance from the bottom surface of the
oil pan rail (not the re-enforcement bar but the actual rail itself)
to the paint mark. This is the engine oil full level measurement.
This measurement shall be 43 6 5 mm.
A10.2 Fuel Injectors—Prior to engine installation, evaluate
all injectors (new and used) for spray pattern and flow-rate
using the test rig in A10.1. Injectors may be cleaned and reused
if the criteria outlined in this procedure are satisfied.
A10.2.1 Perform a visual inspection of each injector to
ensure that each injector has been cleaned of all oily deposits.
 D 6837 – 03
A10.2.2 Check the injector “O” ring for cracking or tearing
and replace as required.
A10.2.3 Flush new injectors for 30 s to remove any assem-
bly residue before flow testing.
A10.2.4 Place the injector(s) in the test rig and turn the test
fluid on. Verify the flow of test fluid through the injector(s).
Maintain the test fluid pressure supplied to the injector(s) at
290 6 3.4 kPa during the entire test. The maintenance of this
pressure is critical as a small change in pressure will have a
dramatic effect on the flow rate and spray pattern. Once
pressure is set, zero the volume measuring device.
55
A10.2.5 Flow-test each injector for a 60-s period. While the
injector is flowing, make a visual observation of the spray
pattern quality. The spray pattern shall be typical for the make
and model of the injector.
A10.2.6 The set of injectors for an engine shall have a flow
rate within 5 mL of each other. Discard any injector that does
not flow within this range.
A10.2.7 At completion of the 60-s period close the injector
and maintain the test fluid pressure for a minimum of 30 s.
Discard any injector that leaks or drips.
 D 6837 – 03
A11. PRE-TEST MAINTENANCE CHECKLIST
TABLE A11.1 Pre-test Maintenance Checklist
Prior to Each
Required Maintenance
Test Start
Replace spark plugs
Service racor filters X
Verify injector flows
Clean/recondition throttle body
Clean coolant heat exchanger
Clean / flush oil heat exchanger
Replace fuel filters
Inspect / service driveline
Rotate dyno trunion bearings
Clean / replace EBP probe
A
Only required on initial reference in a series.
B
With installation of new engine.
C
As required by normal laboratory practice.
D
Every six months.
A12. BLOW-BY VENTILATION SYSTEM REQUIREMENTS
A12.1 NPT cross fitting, 3⁄8-in.
A12.2 NPT pipe nipple (three), 3⁄8-in., used to connect the
5⁄8-in.(I.D.) hose to the 3⁄8-in NPT cross fitting.
A12.3 Stainless steel elbow, 1⁄2-in., installed in the right
side of the rocker cover.
A12.4 Left rocker cover shall use the original elbow fitting
A13. VIBSJ ABBREVIATED LENGTH TEST REQUIREMENTS
A13.1 Calibration Test Acceptance (see 10.1)
A13.1.1 Calibration status of the VIBSJ is determined by
successfully calibrating a test stand according to the Sequence
VIB requirements detailed in 10.1. In other words, a stand that
is calibrated for the Sequence VIB testing is automatically
calibrated for VIBSJ testing.
A13.2 Procedure
A13.2.1 Operate the test according to test conditions in
Table 3.
A13.2.2 Conduct the test as outlined in 11.5-11.5.5.6.
A13.2.3 The VIBSJ test is complete at the end of Test Oil
Phase I, Stage 5 data acquisition (see 11.5.5.6).
A13.2.4 A VIBSJ test counts as one of the non-reference oil
test starts allowed during a Sequence VIB calibration period.
56
Prior to Each
As Noted
Reference StartA
X
X
B
C
B
X
X
D
D
supplied with the engine.
A12.5 Right rocker cover shall have 20 6 2 in. of 5⁄8
(I.D.)-in. hose to the 3⁄8-in. NPT cross fitting.
A12.6 Left rocker cover shall have 20 6 2 in. of 5⁄8
(I.D.)-in. hose to the required cross fitting.
A12.7 Monitor crankcase pressure at the top of the 3⁄8-in.
NPT cross fitting.
A13.3 Calculation of Test Results (Refer to Table 6 for
the Nominal Power and Time Weighting Factors)
A13.3.1 For Stage 1, steps 1 through 6 round and record the
5-min BSFC measurements to 4 decimal places using ASTM
rounding.
A13.3.2 Average the BSFC measurements of the six steps to
5 decimal places using ASTM rounding. Units for BSFC are
kg/kW-h.
A13.3.3 Multiply the average by the shown nominal power
and time factor for Stage 1 (see Table 6) and record the answer
to 6 decimal places. The unit for this number is kg of fuel
consumed.
A13.3.4 Perform calculation steps A13.3.1-A13.3.3 for the
remaining test Stages (2 to 5) using the respective nominal
power and time factors (see Table 6).
 D 6837 – 03
A13.3.5 Total the mass fuel consumption values for all 5 % FEI 5 [~BC Before 2 Test Oil! 4 ~BC Before!# 3 100
stages.
A13.3.8 Adjust the FEI result(s) on non-reference oil tests
A13.3.6 Complete the total fuel consumed calculation de-
for the stand/engine severity in accordance with Annex A7.
tailed in steps 1 to 5 above for the BC Before Test Oil and Test
Oil.
A13.3.7 Compute the test oil fuel economy improvement
(FEI) as follows:

APPENDIX

(Nonmandatory Information)

X1. PROCUREMENT OF TEST MATERIALS

INTRODUCTION

Throughout the text, references are made to necessary hardware, reagents, materials, and apparatus.
In many cases, for the sake of uniformity and ease of acquisition, certain suppliers are named. If
substitutions are deemed appropriate for the specified suppliers, permission in writing must be
obtained from the TMC before such will be considered to be equivalent. The following entries for this
appendix represent a consolidated listing of the ordering information necessary to complete the
references found in the text.

X1.1 General Communications Concerning Sequence VIB The recommended load cell is a Lebow Model 3397 which
Reference Tests, Procedural Questions and Non-Reference may be ordered from:
Tests: Eaton Corporation
ASTM Test Monitoring Center Lebow Products
Attention: Administrator 1728 Maplelawn Road
6555 Penn Avenue P.O. Box 1089
Pittsburgh, PA 15206-4489 Troy, MI 48099
Telephone: (412) 365-1005 Telephone: (313) 643-0220
Fax: (313) 643-0259
X1.2 Reference Oils and Calibration Oils:
Purchase reference oils and calibration oils by contacting: X1.6 Cooling System Pressure Cap:
ASTM Test Monitoring Center A satisfactory coolant system pressure cap (69 kPa, normally
Attention: Operations Manager closed cap) is available through local distributors.
6555 Penn Avenue
Pittsburgh, PA 15206-4489 X1.7 Cooling System Pump (P-1):
Telephone: (412) 365-1010 The specified cooling system pump may be obtained from:
Gould Pumps, Inc.
X1.3 Test Engines:
240 Fall Street
Sequence VIB engines, part No. R2G-800-XB (AOD-E)
Seneca Falls, NY 13148
AER
1605 Surveyor Blvd. X1.8 Coolant Heat Exchanger (HX-1):
P.O. Box 979 ITT (Model 320-20)
Carrollton, TX 75011-0979 ITT Standard
Telephone: (972) 417-3182 175 Standard Parkway
Fax: (972) 417-3165 Buffalo, NY 14227
X1.4 Dynamometer: or
A Midwest Model 758 (50-hp) dry gap dynamometer may be Bell & Gossett (BP 75H-20 or BP 420-20)
ordered from: Bell & Gossett ITT
Midwest Dynamometer Engineering Company 8200 N. Austin Avenue
3100 River Road Morton Grove, IL 60053
River Grove, IL 60171
Telephone: (708) 453-5156 X1.9 Coolant Orifice Plate (Differential Pressure):
Fax: (708) 453-5171 Daniel Flow Products, Inc.
Flow Measurement Products Division
X1.5 Dynamometer Load Cell: P.O. Box 19097

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Houston, TX 77224 Cedar Falls, IA 50613
Telephone: (713) 467-6000 Telephone: (319) 266-1741
Fax: (713) 827-3880
X1.16 External Oil System Solenoid Valves (FCV-150A,
X1.10 Coolant Control Valves (TCV-104, FCV-103 and FCV-150C, FCV-150D, FCV-150E and FCV-150F):
TCV-101): Burkert Contromatic Corp.
Badger Meter, Inc. 1091 N. Batavia Street
P.O. Box 581390 Orange, CA 92667
Tulsa, OK 74158 Telephone: (714) 744-3230
Telephone: (918) 836-8411 Fax: (714) 639-4998

X1.11 Differential Pressure Transducer (DPT-1): X1.17 External Oil System Control Valves (TCV-144 and
The recommended transducers are Viatran Model 274 or TCV-145):
Model 374, Validyne Model DP15, and Rosemount model Badger Meter, Inc.
1151 which may be ordered from: P.O. Box 581390
Viatran Corp. Tulsa, OK 74158
300 Industrial Drive Telephone: (918) 836-8411
Grand Island, NY 14072
Telephone:(716) 773-1700 X1.18 Oil Heat Exchanger (HX-6):
or ITT (Model 310-20):
Validyne Engineering Corp. ITT Standard
8626 Wilbur Ave. 175 Standard Parkway
Northridge, CA 91324 Buffalo, NY 14227
Telephone:(818) 886-2057 or
or Bell & Gossett (Model BP 25-20 or BP 410-020):
Rosemount Inc. Bell & Gossett ITT
4001 Greenbriar Street 150B 8200 N. Austin Avenue
Stafford, Texas 77477 Morton Grove, IL 60053
Telephone:1-800 999-9307
X1.19 Electric Oil Heater Housing (EH-5):
X1.12 Water Pump Plate: TEI
The water pump may be modified by the laboratory, a water 12718 Cimarron Path
pump plate may be fabricated by the laboratory or a water San Antonio, TX 78249
pump plate may be purchased from: Telephone: (210) 690-1958
OHT Technologies, Inc. Fax: (210) 690-1959
9300 Progress Parkway
P.O. Box 5039 X1.20 Oil Filter Housing Assembly and Filters (Screen)
Mentor, OH 44061-5039 (FIL-2):
Telephone: (440) 354-7007 Racor:
Fax (440) 354-7080 PO Box 3108
Modesto, CA 95353
X1.13 Oil Scavenge Pump (P-3): Telephone: (800) 344-3286
Houdaille Industries, Inc. or
Viking Pump Division OH Technologies Inc.
George and Wyeth Street 9300 Progress Parkway
Cedar Falls, IA 50613 P.O. Box 5039
Telephone: (319) 266-1741 Mentor, OH 44061-5039
Telephone: (440) 354-7007
X1.14 Float Switch (FLS-136 and FLS-152): Fax: (440) 354-7080
Imo Industries Inc.
Gems Sensor Division X1.21 Modified Oil Filter Adapter Assembly:
1 Cowles Road OH Technologies, Inc.
Plainville, CT 06062-1198 9300 Progress Parkway
Telephone: (203) 747-3000 P.O. Box 5039
Fax: (203) 747-4244 Mentor, OH 44061-5039
Telephone: (440) 354-7007
X1.15 Oil Circulation Pump (P-4): Fax: (440) 354-7080
Houdaille Industries, Inc.
Viking Pump Division X1.22 External Oil System Hose and Quick Disconnect
George and Wyeth Street Fittings:

58
 D 6837 – 03
Aeroquip products are available through local distributors or: The thermostat housing may be modified by the laboratory or
Aeroquip Corporation may be purchased from:
Industrial Division OH Technologies Inc.
1225 W. Main Street 9300 Progress Parkway
Van Wert, OH 45891 P.O. Box 5039
Telephone: (419) 238-1190 Mentor, OH 44061-5039
Telephone: (440) 354-7007
X1.23 Modified Oil Pan and Modified Oil Pick-Up Tube: Fax: (440) 354-7080
The oil pan and the oil pick-up tube may be modified by the
laboratory or may be purchased from: X1.30 Modified Coolant Inlet (Oil Filter Adapter):
OH Technologies, Inc. The coolant inlet adapter may be modified by the laboratory or
9300 Progress Parkway may be purchased from:
P.O. Box 5039 OH Technologies Inc.
Mentor, OH 44061-5039 9300 Progress Parkway
Telephone: (440) 354-7007 P.O. Box 5039
Fax: (440) 354-7080 Mentor, OH 44061-5039
Telephone: (440) 354-7007
X1.24 Fuel Flow Measurement Mass Flow Meter: Fax: (440) 354-7080
MicroMotion, Inc.
7070 Winchester Circle X1.31 Fuel Fail Adapter Set:
Boulder, CO 80301 The fuel rail may be modified by the laboratory or a fuel rail
Telephone: (303) 530-8400 or (800) 522-6277 adapter set may be purchased from:
Fax: (303) 530-8209 OH Technologies Inc.
9300 Progress Parkway
X1.25 AFR Analyzer: P.O. Box 5039
The recommended AFR analyzer is a Horiba MEXA 110 which Mentor, OH 44061-5039
may be ordered from: Telephone: (440) 354-7007
Horiba Instruments, Inc. Fax: (440) 354-7080
17671 Armstrong
Irvine Industrial Complex X1.32 Organic Solvent (Penmul L460):
Irvine, CA 92623 Penetone Corporation
Telephone: (714) 250-4811 74 Hudson Avenue
Tenafly, NJ 07670
X1.26 ECM/EEC (Engine Control Module):
OH Technologies Inc.
X1.33 Aliphatic Naphtha:
9300 Progress Parkway
Available from local suppliers.
P.O. Box 5039
Mentor, OH 44061-5039
X1.34 Cooling System Cleanser or Premixed Coolant Flush
Telephone: (440) 354-7007
Chemicals:
Fax: (440) 354-7080
Oxalic acid, 55-lb bags
X1.27 Thermostat Orifice Plate: Sodium Carbonate, 50-lb bags:
The thermostat orifice plate may be fabricated by the labora- Ashland Chemical Company
tory or may be purchased from: P.O. Box 391
OH Technologies Inc. Ashland, KY 41114
9300 Progress Parkway Telephone: (606) 329-5044
P.O. Box 5039
Mentor, OH 44061-5039 Petro Dispersant No. 425 Powder, 50-lb bags:
Telephone: (440) 354-7007 Witco Corporation
Fax: (440) 354-7080 3230 Brookfield
Houston, TX 77045
X1.28 Engine Wiring Harness Without Interface: Telephone: 1-800-231-1542 (Outside Texas)
OH Technologies Inc. 1-800-391-1681 (Inside Texas)
9300 Progress Parkway
P.O. Box 5039 Oxalic Acid 17.5 g/L (2.3 oz/gal) and Petro Dispersant No. 425
Mentor, OH 44061-5039 1 g/L (0.15 oz/gal) premixed in a single use container:
Telephone: (440) 354-7007 Wrico Corporation
Fax: (440) 354-7080 4835 Whirlwind
San Antonio, TX 78217
X1.29 Modified Coolant Outlet (Thermostat Housing): Attn: President

59
 D 6837 – 03
Telephone: (210) 590-4400 X1.37 Test Fuel:
Fax: (210) 590-4451 Haltermann Products
1201 South Sheldon Road
X1.35 Engine Mounts: P.O. Box 429
Lybrook Precision Products
Channelview, TX 77530-0429
Telephone: (313) 946-4246
Telephone: 832-376-2213
X1.36 Engine Mount Isolators (Biscuits): Fax: 281-457-1469
World Class Engineered Products
20994 Bridge Street X1.38 Order parts specified as “available from CPD” from:
Southfield, MI 48034 Test Engineering, Inc. (TEI)
Telephone: (313) 351-4090 12758 Cimarron Path, Suite 102
Fax: (313) 351-4099 San Antonio, Texas 78249-3417

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